Flight assistant

ABSTRACT

A system and apparatus assists pilots and flight crews in determining the best course of action at any particular point inflight for any category of emergency. The system monitors a plurality of static and dynamic flight parameters including atmospheric conditions along the flight path, ground conditions and terrain, conditions aboard the aircraft, and pilot/crew data. Based on these parameters, the system may provide continually updated information to the pilot or crew about the best available landing sites or recommend solutions to aircraft configuration errors. In case of emergency, the system may provide the pilot with procedure sets associated with a hierarchy of available emergency landing sites (or execute these procedure sets via the autopilot system) depending on the specific nature of the emergency.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit under 35 U.S.C. § 119(e) ofU.S. Provisional Application Ser. No. 61/747,051 filed 28 Dec. 2012,U.S. Provisional Application Ser. No. 61/750,286 filed 8 Jan. 2013, U.S.Provisional Application Ser. No. 61/754,522 filed 18 Jan. 2013, U.S.Provisional Application Ser. No. 61/870,125 filed 26 Aug. 2013, and U.S.Provisional Application Ser. No. 61/900,199 filed 5 Nov. 2013, U.S.Non-Provisional application Ser. No. 14/142,390 filed on Dec. 27, 2013,and Non-Provisional application Ser. No. 13/831,398 filed on Mar. 14,2013. All of said applications are hereby incorporated in their entiretyby this reference.

TECHNICAL FIELD

The present invention is generally related to aircraft and morespecifically to a system and apparatus for monitoring a plurality offlight conditions and parameters, and on a condition selectivelysuggesting either a new flight profile or assuming flight control andthen flying the suggested flight profile.

BACKGROUND

Whether flying a piston-powered personal craft or a multi-enginecommercial jet, pilots are taught the same general priorities inemergency situations: aviate, navigate, and communicate—in that order.The pilot's first duty is self-evident: to fly the aircraft. Tosuccessfully do so requires the continual processing of a vast amount ofdata received via any number of different sources. During flightoperations a pilot may be confronted with the loss of an engine ontakeoff. In such a situation the pilot must immediately decide thesafest option for the particular altitude and set of flight conditions,e.g., whether to: (a) turn approximately 180° and make a tail-windlanding; (b) turn at least 270° and re-land; (c) crash straight ahead;or (d) limp or glide to another nearby airport. Altitude, position,aircraft performance, terrain, atmospheric and weather conditions, andpilot capability dictate the safest option. A pilot's options increasewith altitude, performance, and the availability of landing sites (eachproviding different services). The pilot's options are inverselyproportional to the severity of the emergency.

Autopilot, automated navigation and GPS systems have significantlyincreased the information available to pilots. More information,however, means more potential calculations for the pilot to make, moreoptions to consider, and more information to filter. Other thandestination, most of this information is dynamic, for example, position(including attitude), traffic, and weather (including wind speed anddirection—both vary by altitude and heading). The pilot must balance theongoing assessment of this continual stream of data (information) whileaviating, navigating, and communicating. Unexpected conditions must beassessed and acted upon decisively and correctly. Depending oncriticality, options narrow as time passes. Once a decision is made, thedie is substantially cast.

These informational processing factors are complicated when conditionsare less than ideal. Available information may not be complete oraccurate. For example, a pilot climbing after takeoff over unfamiliarterrain experiencing an emergency is likely 1) aware that the airportrunway lies only a few miles behind, and 2) aware of the vague locationof additional airfields nearby in possibly deteriorating weather. Inthis example the pilot may not be aware, however, that an open field (orroad or the like) a few miles distant would be a better emergencylanding site, in that it would be more likely to be reached withaltitude and time to execute a stabilized approach.

An emergency complicates these factors, and the corresponding pressureon the pilot, even further. The means of propulsion or other onboardsystems may fail, making a safe landing simultaneously more urgent andmore difficult to execute. A structural failure, cabin depressurization,or onboard medical emergency may occur, requiring the pilot to rapidlydivert from the initial flight plan and find an alternative landing site(ALS). Emergency conditions add yet another degree of difficulty to thealready complex responsibilities of piloting.

Therefore, a need exists for a system and method to aid the pilot of adistressed aircraft, thereby reducing pilot workload, the number ofdecisions based on inaccurate data, and the potential loss of life andproperty.

SUMMARY

The present invention relates to a system and apparatus for assistingpilots (flight crews) in determining the best option at successivepoints in a flight for any category of emergency. Generally, the systemcategorizes emergencies as (1) land immediately (red), 2) land as soonas possible (yellow), or (3) land as soon as practicable (green). Theapparatus of the present invention alerts the pilot (crew) to theavailable options given a particular category of emergency (and set offlight conditions). In the alternative, an apparatus of the presentinvention (1) may assist the pilot (crew) in the form of a flightdirector (or checklist or the like) in executing a proposed landingsolution to a given emergency, or 2) may direct the aircraft autopilotin executing the suggested (and selected) landing solution. In eithercase, the system of the present invention provides the pilot with timeto contemplate and consider the emergency and its resolution (while theaircraft is directed toward and configured for the best landing optiongiven a particular emergency condition).

The present invention may ascertain the configuration of the aircraftfrom changes in the aircraft's position over time. For example, in aparticular planned portion of a planned flight segment the aircraft maybe expected to gain altitude over a particular distance at a particularrate. If the aircraft is not climbing at the expected rate it may be anindication that the aircraft is configured incorrectly, for example,improper power setting, or the gear or flaps may remain in takeoffposition. Likewise, enroute, a particular aircraft may be expected toperform in a known set of atmospheric conditions within a known range ofvalues. Any deviation from these values indicates a potential problem.Based on the aircraft such deviations may refer to a single likelysource or a narrow set of sources. The system of the present inventionmay alert the aircraft crew to the potential problem and its likelysource(s).

In a preferred embodiment of the present invention, even under normalflight conditions (planned or expected conditions) an audio display, agraphic display (HUD or smart glasses or the like) of available landingoptions given a category of emergency is continuously displayed. Thisdisplay of information alerts a pilot to available options under variousconditions and assists in training pilots in learning aircraftcapabilities in various conditions and locations. Likewise, crew anddispatch may alter protocol in an effort to mitigate risks identifiedthrough the operation of an aircraft or a fleet of aircraft operatingwith the present invention.

Preferably, the present invention may continuously update ALS optionsand make the data available to the pilot upon request. For example, anALS page on a well-known multifunction display (MFD), or a displayscreen on a tablet or like portable computing device, may indicate eachALS and graphically indicate the ability of the aircraft to reach eachALS. In addition, a graphical display of range data on the primaryflight display or screen may aid the pilot in decision-making. Forexample, a pilot may opt to select on (or off) a graphical range ringindicating an engine out (zero-thrust) best glide range.

With additional data points made available through existing or addedcontrols and sensors (e.g., auto throttles, acoustic profiles, flightcontrol position indicators, rate of climb/descent, heading, and thelike), the accuracy of the configuration data ascertained by anembodiment of the present invention increases. The present invention mayascertain over a series of data collection intervals the presence andscope of an unusual condition (correctable error or emergency), plan anemergency descent profile to the safest (most preferred) availablelanding site, and suggest troubleshooting options as the emergencyprofile is accepted and executed. In this manner, the present inventionmay assist the pilot in discovering and correcting aircraftconfiguration errors which if left uncorrected may lead to undesirableconsequences, e.g., gear-up landings, overstressing aircraft components,flight delays or passenger discomfort.

In a presently preferred embodiment the apparatus comprises: (1) atleast one computer processor; 2) a data bus or at least one sensor forcollecting flight condition information such as aircraft position,weather, traffic, terrain, aircraft systems status, aircraft flightenvelope parameters, pilot (crew) status/condition; (3) a ground-to-airdata link; (4) a display system, and (5) a current database ofinformation relating to (a) the aircraft (performance data), (b) pilot(biometric data, flight history, currency, proficiency), (c) flightplan, and (d) bulk route characteristics (weather, terrain, landingsites, traffic, airspace, navigation). In an embodiment the systemcontinually monitors a plurality of flight parameters, provides thepilot with current information based on those parameters, and upon agiven condition prioritizes a course of action. In a preferredembodiment the system may either execute or guide a flight crew inflying a series of control inputs calculated to safely secure theaircraft on the ground. The system of the present invention at leasttemporarily relieves a pilot (crew) from the task of quickly calculatingan emergency plan with its associated set of procedures so they may fly,configure, and troubleshoot (for the situation) while contemplating theacceptability of option(s) suggested by the present invention.

An additional embodiment of the present invention may include a methodof announcing appropriate available alternative landing sites during aflight, comprising: receiving an emergency level selectable at leastfrom the set including: (i) land as soon as practicable, (ii) land assoon as possible, and (iii) land immediately; determining flightenvironment from ground speed and at least one of: above ground levelaltitude, airspeed, descent rate, descent angle, ground wind speed anddirection, aloft wind speed and direction, potential energy level,thrust level, sound level, angle of attack, drag, weather, traffic, airtraffic control instructions, pilot response times, aircraft systemcondition, company instructions, pilot proficiency, pilot experience,pilot currency, pilot route experience, and flight segment; continuallyselecting from a hierarchy of selectable landing site preferences, saidselected level of emergency, and said determined flight environment atleast one alternative landing site reachable by at least one of azero-thrust, partial-thrust, normal-thrust standard and emergencyoperating procedure, or available configuration change; and displayingat least one alternative landing site range reachable by the saidaircraft, in the form of an ellipse corresponding to the selectedemergency level.

An additional embodiment of the present invention may include a methodwherein said emergency level is received from at least one of currentposition and altitude, current trajectory, and manual selection bypilot.

An additional embodiment of the present invention may include a methodwherein continually selecting at least one alternative landing site isbased at least in part on at least one service available at saidalternative landing site.

An additional embodiment of the present invention may include a methodwherein displaying at least one alternative landing site range reachableby the said aircraft further comprises displaying the at least onealternative landing site located within the said range.

An additional embodiment of the present invention may include a methodof assisting a pilot in an emergency, comprising: determining at leastone of current aircraft position and altitude, current aircrafttrajectory, anticipated future aircraft position and altitude, andaircraft performance from at least one of position and altitude overtime and at least one sensor; determining at least one of expectedaircraft position and altitude, expected aircraft trajectory, expectedfuture aircraft position and altitude, and expected aircraft performancefrom at least one of a lookup register, position and altitude on aflight plan, time since departure, arrival weather, arrival traffic,estimated time enroute, and estimated time of arrival; determining atleast one of magnitude, expected magnitude, and rate of change ofmagnitude of difference between at least one of said current positionand altitude, said current trajectory, said anticipated future positionand altitude, and said aircraft performance, and at least one of saidexpected position and altitude, said expected trajectory, said expectedfuture position and altitude, and said expected performance; determiningwhether at least one of an aircraft configuration error and an emergencyexists based at least on one of said magnitude, said expected magnitude,and said rate of change; determining whether said magnitude is theresult of at least one of traffic and weather deviation, flight planchange, air traffic control requirement, and arrival change; determininga level of emergency, where the emergency has been determined, from ahierarchy of emergencies, selected from at least one of land as soon aspracticable, land as soon as possible, and land immediately; continuallyselecting, from a hierarchy of selectable landing site preferences andsaid selected level of emergency, at least one alternative landing siteat least one of reachable by said current trajectory and reachable by anavailable configuration change; preparing a procedure for safelypositioning said aircraft in a landable configuration at the approach ofsaid alternative landing site; and announcing at least one of saidprepared procedure and in seriatim the elements of said preparedprocedure.

An additional embodiment of the present invention may include a methodwherein said sensor is at least one of a ground-based sensor,satellite-based sensor, space-based sensor, and aircraft sensor.

An additional embodiment of the present invention may include a methodwherein continually selecting at least one alternative landing site atleast one of reachable by said current trajectory and reachable by anavailable configuration change further comprises continually selectingat least one alternative landing site reachable by at least one of azero-thrust, partial-thrust, and normal-thrust standard and emergencyoperating procedure.

An additional embodiment of the present invention may include a methodwherein announcing at least one of said prepared procedure furthercomprises displaying at least one alternative landing site rangereachable by the said aircraft, in the form of an ellipse correspondingto the selected emergency level.

An additional embodiment of the present invention may include a methodwherein said level of emergency is received from at least one of:current position and altitude, current trajectory, and manual selectionby pilot.

An additional embodiment of the present invention may include a methodwherein continually selecting at least one alternative landing site isbased at least in part on at least one service available at saidalternative landing site.

An additional embodiment of the present invention may include a methodwherein displaying at least one alternative landing site range reachableby the said aircraft further comprises displaying the at least onealternative landing site located within the said range.

An additional embodiment of the present invention may include a systemfor determining aircraft flight configuration during a flight,implemented by at least one computing device, comprising: an aircraftstate module configured to: establish aircraft position, altitude, andtrajectory based upon aircraft position and altitude over time;establish aircraft flight segment based on at least one of time sincedeparture, position and altitude, and trajectory; determine aircraftattitude from sensing at least one of angle and rate for at least one ofpitch, bank, and yaw; sense aircraft acoustics from at least one ofairframe vibration and aircraft sound; a configuration evaluator moduleconfigured to: determine an expected aircraft configuration based atleast in part on said established aircraft flight segment; determineaircraft configuration from said sensed aircraft attitude and saidaircraft acoustics for aircraft configurations attributable to saidsensed attitude and acoustics for said flight segment; and at least onedisplay unit configured to announce an aircraft configuration differentfrom said expected aircraft configuration.

An additional embodiment of the present invention may include a systemwherein establishing aircraft position, altitude, and flight trajectoryis based on at least one of GNSS, VOR, VORTAC, ADF, LORAN, ADS-B,inertial navigation, radar, and pilot input.

An additional embodiment of the present invention may include a systemwherein establishing aircraft flight segment is based on at least one offlight plan, flight profile history, departure and destination profilehistory, aircraft attitude, aircraft vibration, aircraft acoustics,aircraft acoustic history, and consistent acoustic period.

An additional embodiment of the present invention may include a systemwherein sensing aircraft attitude is based on at least one of:accelerometer, magnetometer, flight control position, and angle and rateof at least one of pitch, bank, and yaw.

An additional embodiment of the present invention may include a systemwherein sensing aircraft acoustics is based on at least one of:microphone, seismometer and other like vibration sensor, velocitysensor, and engine instrumentation.

An additional embodiment of the present invention may include a systemwherein sensing aircraft acoustics is based at least in part onidentifying acoustic profiles associated with at least one of: gearextension, flap extension and retraction, airspeed, percent power,engine status, pressurization loss, aircraft damage, flight controlposition, and pitch angle.

An additional embodiment of the present invention may include a systemwherein determining an expected aircraft configuration is based in parton at least one of: technical order, aircraft flight manual, pilotoperating handbook, pilot input, flight envelope, lift to drag ratio,aircraft position, aircraft altitude, aircraft flight segment, timesince departure, estimated time enroute, estimated time to arrival, andflight plan adjusted for environmental conditions determined from atleast one of ground wind speed and direction, aloft wind speed anddirection, thrust level, aircraft acoustics, angle of attack, drag,weather, traffic, air traffic control instructions, pilot responsetimes, aircraft system condition, company instructions, pilot currency,pilot proficiency, pilot experience, pilot route experience, missionplan, and hostiles.

An additional embodiment of the present invention may include a systemwherein determining aircraft configuration is based in part on at leastone of aircraft vibration and aircraft acoustics (gear up, gear down,percent power, engine out, pressurization loss, aircraft damage, flightcontrol position, flap extension and retraction, and pitch angle andagainst and with pitch angle).

An additional embodiment of the present invention may include a systemwherein announcing an aircraft configuration different from saidexpected aircraft configuration is based on a user-selectable hierarchyof likely unexpected configurations.

An additional embodiment of the present invention may include a systemwherein an aircraft configuration different from said expected aircraftconfiguration includes an unexpected change in aircraft acoustics.

An additional embodiment of the present invention may include a systemwherein announcing an aircraft configuration different from saidexpected aircraft configuration is at least one of increasinglyinsistent and definite as system certainty increases.

An additional embodiment of the present invention may include a systemwherein announcing an aircraft configuration different from saidexpected aircraft configuration becomes more specific as systemcertainty of a specific difference in configuration.

An additional embodiment of the present invention may include a systemwherein announcing an aircraft configuration different from saidexpected configuration is accomplished using at least one of: voicenotification, graphic display, audio tone, and haptic notification.

An additional embodiment of the present invention may include a systemfor directing a pilot flying an aircraft to a reachable alternativelanding site, implemented by at least one computing device, comprising:an aircraft state module configured to determine at least one of currentaircraft trajectory, anticipated future aircraft position and altitude,and anticipated future trajectory; a trajectory evaluator moduleconfigured to: determine at least one of expected aircraft position,altitude, and trajectory based on at least one of time since departure,position, altitude, groundspeed, and heading; determine a differencebetween: at least one of said current aircraft trajectory, said futureposition and altitude, and said future trajectory; and at least one ofsaid expected position, altitude, and trajectory; determine themagnitude of difference between said current aircraft trajectory andsaid future position, altitude, and trajectory and said expectedposition, altitude, and trajectory; determine the rate of change of saidmagnitude of difference; determine whether a difference between saidcurrent aircraft trajectory and said future position, altitude, andtrajectory and said expected position, altitude, and trajectory is theresult of an emergency at least in part from said magnitude ofdifference and at least one of traffic and weather deviation, flightplan change, air traffic control requirement, and arrival change; analternative landing module configured to: determine a level ofemergency, where the emergency has been determined, from a hierarchy ofemergencies, selected from at least one of land immediately, land assoon as possible, and land as soon as practicable; continually selectfrom a hierarchy of selectable landing site preferences and saidselected level of emergency at least one alternative landing site atleast one of reachable by said current trajectory and reachable by anavailable configuration change; prepare a procedure for safelypositioning said aircraft in a landable configuration at the approach ofsaid reachable alternative landing site; and at least one display unitconfigured to announce at least one of said prepared procedure and inseriatim the elements of said prepared procedure.

An additional embodiment of the present invention may include a systemwherein determining at least one of current aircraft trajectory,anticipated future aircraft position and altitude, and anticipatedfuture trajectory is based on at least one of GNSS, VOR, VORTAC, ADF,LORAN, ADS-B, inertial navigation, radar, and pilot input.

An additional embodiment of the present invention may include a systemwherein determining at least one of expected aircraft position,altitude, and trajectory is based on at least one of: flight plan,flight profile history, departure and destination profile history,aircraft attitude, aircraft vibration, aircraft acoustics, aircraftacoustic history, and consistent acoustic period.

An additional embodiment of the present invention may include a systemwherein determining said difference between said current aircrafttrajectory, said future position and altitude, and said futuretrajectory and said expected position, altitude, and trajectory is basedon a user-selectable hierarchy of likely unexpected configurations.

An additional embodiment of the present invention may include a systemwherein determining the magnitude of difference between said currentaircraft trajectory and said future position, altitude, and trajectoryand said expected position, altitude, and trajectory is based on auser-selectable hierarchy of likely unexpected configurations.

An additional embodiment of the present invention may include a systemwherein determining whether said difference between said currentaircraft trajectory and said future position, altitude, and trajectoryand said expected position, altitude, and trajectory is the result of anemergency is based on a user-selectable hierarchy of likely unexpectedconfigurations.

An additional embodiment of the present invention may include a systemwherein said level of emergency is received from at least one of currentposition and altitude, current trajectory, and manual selection bypilot.

An additional embodiment of the present invention may include a systemwherein said hierarchy of selectable landing site preferences includes:a full service airport with on-site emergency services and sufficientaccommodations for passenger manifest; an airport with suitable runwayand some on-site services; an airport with hard surface runway ofsufficient width and length; an airport with an unpaved runway; ahighway and other road; a field and other open area; sloping and roughterrain with guidance between rocks, trees, and other groundobstructions; bodies of water; and other mixed consistency surfaces.

An additional embodiment of the present invention may include a systemwherein the attributes of selectable landing sites are periodicallyupdated to reflect at least one of: current season, crop type, road andwater traffic, pilot proficiency, current pilot condition, air trafficcontrol requests, and aircraft condition.

An additional embodiment of the present invention may include a systemwherein preparing a procedure for safely positioning said aircraft in alandable configuration includes compliance with at least one ofemergency level procedures, standard operating procedure, drift-downprocedure, and obstacle avoidance procedure.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce at least onealternative landing site range reachable by the said aircraft, in theform of an ellipse corresponding to the selected emergency level.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce the at leastone alternative landing site located within the said range.

An additional embodiment of the present invention may include a systemfor announcing appropriate available alternative landing sites during aflight, implemented by at least one computing device, comprising: anaircraft state module configured to determine flight environment fromground speed and at least one of: above ground level altitude, airspeed,descent rate, descent angle, ground wind speed and direction, aloft windspeed and direction, potential energy level, thrust level, sound level,angle of attack, drag, weather, traffic, air traffic controlinstructions, pilot response times, aircraft system condition, companyinstructions, pilot proficiency, pilot experience, pilot currency, pilotroute experience, and flight segment; an alternative landing moduleconfigured to: receive an emergency level selectable at least from theset including: (1) land as soon as practicable, (2) land as soon aspossible, and (3) land immediately; continually select from a hierarchyof selectable landing site preferences, said selected level ofemergency, and said determined flight environment at least onealternative landing site reachable by at least one of a zero-thrust,partial-thrust, and normal-thrust standard and emergency operatingprocedure; and at least one display unit configured to announce at leastone alternative landing site range reachable by the said aircraft, inthe form of an ellipse corresponding to the selected emergency level.

An additional embodiment of the present invention may include a systemwherein said emergency level is received from at least one of currentposition, current altitude, current trajectory, and manual selection bypilot.

An additional embodiment of the present invention may include a systemwherein continual selection of at least one alternative landing site isbased at least in part on at least one service available at saidalternative landing site.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce the at leastone alternative landing site located within the said range.

An additional embodiment of the present invention may include a systemfor assisting a pilot in an emergency, implemented by at least onecomputing device, comprising: an aircraft state module configured todetermine at least one of current aircraft position and altitude,current aircraft trajectory, anticipated future aircraft position andaltitude, and aircraft performance from at least one of position andaltitude over time and a sensor; a trajectory evaluator moduleconfigured to: determine at least one of expected aircraft position andaltitude, expected aircraft trajectory, expected future aircraftposition and altitude, and expected aircraft performance from at leastone of a lookup register, position and altitude on a flight plan, timesince departure, estimated time enroute, and estimated time of arrival;determine at least one of magnitude, expected magnitude, and rate ofchange of magnitude of difference between: at least one of said currentposition and altitude, said current aircraft trajectory, saidanticipated future position and altitude, and said aircraft performance;and at least one of said expected position and altitude, said expectedtrajectory, said expected future position and altitude, and saidexpected performance; determine whether said magnitude is the result ofat least one of traffic and weather deviation, flight plan change, airtraffic control requirement, and arrival change; a configurationevaluator module configured to determine whether at least one of anaircraft configuration error and an emergency exists based at least onone of said magnitude, said expected magnitude, and said rate of changeof magnitude; an alternative landing module configured to: determine alevel of emergency, where the emergency has been determined, from ahierarchy of emergencies, selected from at least one of land as soon aspracticable, land as soon as possible, and land immediately; continuallyselect, from a hierarchy of selectable landing site preferences and saidselected level of emergency, at least one alternative landing site atleast one of reachable by said current trajectory and reachable by anavailable configuration change; prepare a procedure for safelypositioning said aircraft in a landable configuration at the approach ofsaid alternative landing site; and at least one display unit configuredto announce at least one of said prepared procedure and in seriatim theelements of said prepared procedure.

An additional embodiment of the present invention may include a systemwherein said sensor is at least one of a ground-based sensor,satellite-based sensor, space-based sensor, and aircraft sensor.

An additional embodiment of the present invention may include a systemwherein said alternative landing module is further configured tocontinually select at least one alternative landing site reachable by atleast one of a zero-thrust, partial-thrust, and normal-thrust standardoperating procedure.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce at least onealternative landing site range reachable by the said aircraft, in theform of an ellipse corresponding to the selected emergency level.

An additional embodiment of the present invention may include a systemwherein said level of emergency is received from at least one of currentposition, current altitude, current trajectory, and manual selection bypilot.

An additional embodiment of the present invention may include a systemwherein continual selection of at least one alternative landing site isbased at least in part on at least one service available at saidalternative landing site.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce the at leastone alternative landing site located within the said range.

An additional embodiment of the present invention may include a flightassistant for determining aircraft flight configuration during a flight,comprising: at least one sensor; at least one data repository operablycoupled with a computing device; a control system, said control systemcommunicatively connected to said sensor, including at least oneprocessor configured to: determine at least one of the current position,altitude, and configuration of an aircraft in flight; determine anexpected aircraft configuration, and whether an aircraft configurationerror exists; at least one flight recorder, configured to collect datadetermined by said control system; at least one display unit,communicatively connected to said control system, configured to announcean aircraft configuration different from said expected aircraftconfiguration.

An additional embodiment of the present invention may include a systemwherein said data repository is operably coupled to a portable computingdevice, and is configured to receive preflight data from a second datarepository operably coupled to a ground-based computing device.

An additional embodiment of the present invention may include a systemwherein said sensor is at least one of a ground-based sensor,satellite-based sensor, space-based sensor, aircraft sensor, and sensoroperably coupled to a portable computing device.

An additional embodiment of the present invention may include a systemwherein said aircraft sensor is at least one of a GNSS receiver, ADS-Breceiver, XM satellite receiver and receiver communicatively connectedto a portable computing device.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled to a portable computing device isat least one of a microphone, an accelerometer, a magnetometer, abarometer, and a GNSS receiver.

An additional embodiment of the present invention may include a systemfurther comprising: at least one ground-based computing device to whichsaid control system and said data repository are operably coupled; atleast one aircraft containing a portable computing device, said portabledevice having at least one display unit and at least one sensor operablycoupled thereto, and said portable device communicatively connected tosaid ground-based device by stable data link.

An additional embodiment of the present invention may include a systemwherein said stable data link includes at least one of: broadbandair-to-ground Internet link; satellite-based data link; and highfrequency, VHF, UHF, and other ground-based data link.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled is at least one of a microphone, anaccelerometer, a magnetometer, and a barometer.

An additional embodiment of the present invention may include a flightassistant for directing a pilot flying an aircraft to a reachablealternative landing site, comprising at least one sensor; at least onedata repository operably coupled with a computing device; a controlsystem, said control system communicatively connected to said sensor,including at least one processor configured to: determine at least oneof the current position, altitude, and trajectory of an aircraft inflight; determine at least one of an expected position, altitude, andtrajectory; determine the magnitude of difference between said currentposition, altitude, and trajectory and said expected position, altitude,and trajectory; determine the possible cause of said difference;continually select at least one alternative landing site reachable bysaid aircraft, and prepare a procedure for safely positioning saidaircraft in landable configuration to approach said site; at least oneflight recorder, configured to collect data determined by said controlsystem; at least one display unit, communicatively connected to saidcontrol system, configured to announce said procedure and in seriatimthe elements of said procedure.

An additional embodiment of the present invention may include a systemwherein said data repository is operably coupled to a portable computingdevice, and is configured to receive preflight data from a second datarepository operably coupled to a ground-based computing device.

An additional embodiment of the present invention may include a systemwherein said sensor is at least one of a ground-based sensor,satellite-based sensor, space-based sensor, aircraft sensor, and sensoroperably coupled to a portable computing device.

An additional embodiment of the present invention may include a systemwherein said aircraft sensor is at least one of a GNSS receiver, ADS-Breceiver, XM satellite receiver, and receiver communicatively connectedto a portable computing device.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled to a portable computing device is aGNSS receiver.

An additional embodiment of the present invention may include a systemfurther comprising: a ground-based computing device to which the saidcontrol system and said data repository are operably coupled; at leastone aircraft containing a portable computing device, said portabledevice having at least one display unit and at least one sensor operablycoupled thereto, and said portable device communicatively connected tosaid ground-based device by stable data link.

An additional embodiment of the present invention may include a systemwherein said stable data link includes at least one of: broadbandair-to-ground Internet link; satellite-based data link; and highfrequency, VHF, UHF, and other ground-based data link.

An additional embodiment of the present invention may include a flightassistant for announcing appropriate available alternative landing sitesduring a flight, comprising at least one sensor; at least one datarepository operably coupled with a computing device; a control system,said control system communicatively connected to said sensor, includingat least one processor configured to: determine at least one of currentposition, altitude, and trajectory of an aircraft in flight; continuallyselect at least one alternative landing site reachable by said aircraft,and prepare a procedure for safely positioning said aircraft in landableconfiguration to approach said site; at least one flight recorder,configured to collect data determined by said control system; at leastone display unit, communicatively connected to said control system,configured to announce said procedure and in seriatim the elements ofsaid procedure.

An additional embodiment of the present invention may include a systemwherein said data repository is operably coupled to a portable computingdevice, and is configured to receive preflight data from a second datarepository operably coupled to a ground-based computing device.

The flight assistant of claim 88, wherein said sensor is at least one ofa ground-based sensor, satellite-based sensor, space-based sensor,aircraft sensor, and sensor operably coupled to a portable computingdevice.

An additional embodiment of the present invention may include a systemwherein said aircraft sensor is at least one of a GNSS receiver, ADS-Breceiver, XM satellite receiver, and receiver communicatively connectedto a portable computing device.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled to a portable computing device isat least one of a microphone, an accelerometer, a magnetometer, abarometer, and a GNSS receiver.

An additional embodiment of the present invention may include a systemfurther comprising: a ground-based computing device to which the saidcontrol system and said data repository are operably coupled; at leastone aircraft containing a portable computing device, said portabledevice having at least one display unit and at least one sensor operablycoupled thereto, and said portable device communicatively connected tosaid ground-based device by stable data link.

An additional embodiment of the present invention may include a systemwherein said stable data link includes at least one of: broadbandair-to-ground Internet link; satellite-based data link; and highfrequency, VHF, UHF, and other ground-based data link.

An additional embodiment of the present invention may include a flightassistant, comprising: at least one sensor; at least one data repositoryoperably coupled with a computing device; a control system, said controlsystem communicatively connected to said sensor, including one and moreprocessors configured to: determine at least one of current position,altitude, and trajectory of an aircraft in flight; determine at leastone of expected position, altitude, and trajectory; determine themagnitude of difference between said current position, altitude, andtrajectory and said expected position, altitude, and trajectory, and thepossible cause of said difference; determine an expected aircraftconfiguration, and whether an aircraft configuration error exists; andcontinually select at least one alternative landing site reachable bysaid aircraft, and prepare a procedure for safely positioning saidaircraft in landable configuration to approach said site; at least oneflight recorder, configured to collect data determined by said controlsystem; at least one display unit, communicatively connected to saidcontrol system, configured to announce said procedure and in seriatimthe elements of said procedure.

An additional embodiment of the present invention may include a systemwherein said display unit is further configured to announce an aircraftconfiguration different from said expected aircraft configuration.

An additional embodiment of the present invention may include a systemwherein said data repository is operably coupled to a portable computingdevice, and is configured to receive preflight data from a second datarepository operably coupled to a ground-based computing device.

An additional embodiment of the present invention may include a systemwherein said sensor is at least one of a ground-based sensor,satellite-based sensor, space-based sensor, aircraft sensor, and sensoroperably coupled to a portable computing device.

An additional embodiment of the present invention may include a systemwherein said aircraft sensor is at least one of a GNSS receiver, ADS-Breceiver, XM satellite receiver, and receiver communicatively connectedto a portable computing device.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled to a portable computing device isat least one of a microphone, an accelerometer, a magnetometer, abarometer, and a GNSS receiver.

An additional embodiment of the present invention may include a systemfurther comprising: a ground-based computing device to which the saidcontrol system and said data repository are operably coupled; at leastone aircraft containing a portable computing device, said portabledevice having at least one display unit and at least one sensor operablycoupled thereto, and said portable device communicatively connected tosaid ground-based device by stable data link.

An additional embodiment of the present invention may include a systemwherein said stable data link includes at least one of: broadbandair-to-ground Internet link; satellite-based data link; and highfrequency, VHF, UHF, and other ground-based data link.

An additional embodiment of the present invention may include a systemwherein said sensor operably coupled is at least one of a microphone, anaccelerometer, a magnetometer, and a barometer.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an aircraft in a condition thatnecessitates altering or modifying an assigned or planned profilewherein the system of the present invention suggests a new or modifiedprocedure to accommodate a condition, e.g., land immediately, land assoon as possible, and/or land as soon as practicable;

FIG. 2 is an environmental block diagram representing an embodiment ofthe present invention;

FIG. 3 is a top plan view of an “on” condition pilot display of anembodiment of the present invention illustrating areas of landing(ditching) opportunities (target radius) available upon a particularcondition, wherein the pilot may operatively select to accept and fly asuggested new (emergency) procedure set, or in the alternative to accepteach item from said new procedure set in seriatim;

FIG. 4A is a top plan view of a continuously updated pilot display of anembodiment of the present invention illustrating areas of landing(ditching) opportunities (target radius) available upon a particularcondition, wherein the pilot may operatively select to accept and fly asuggested new (emergency) procedure set, or in the alternative to accepteach item from said new procedure set in seriatim;

FIG. 4B is a diagram explaining generally how wind speed and directionmay affect the target radius of available alternative landing sitesreachable by a given aircraft under undesirable conditions;

FIG. 5 is a highly diagrammatic perspective view of an emergencycondition (engine failure at takeoff) forced landing (straight ahead)procedure overview (display) with an associated queue wherein anembodiment of the present invention suggests a risk profile accessedemergency procedure set providing a return to airport (re-land)procedure;

FIG. 6 is a highly diagrammatic perspective view of an emergencycondition (engine failure at takeoff) ditching procedure overview withan associated queue wherein an embodiment of the present inventionsuggests a risk profile accessed emergency procedure set (the procedureset being dependent on the specific nature of the engine failure)providing a best safe landing (ditching) opportunity procedure;

FIG. 7 is an environmental drawing of alternate landing site (ALSdatabase, and subscription of an embodiment of the flight assistant ofthe present invention;

FIGS. 8A, 8B, 8C, 8D, and 8E are flow diagrams for presently preferredembodiments of operations of various aspects of the present invention;

FIGS. 9A and 9B are a diagrammatic plan elevation and plan of a flightplan of an embodiment of the present invention from and to an airportillustrating unusual condition detection and reporting;

FIG. 10 is a perspective cockpit view of an embodiment of the presentinvention with a HUD (Heads Up Display) illustrating a suggested landingsite selected by a system of the present invention (at least partiallyon aircraft and pilot performance, position, configuration, propulsion,traffic, weather, terrain, cabin environment, ground resources(services)), and preselected risk profile hierarchy;

FIG. 11 is a perspective cockpit view of an embodiment of the presentinvention with a HUD (Heads Up Display) illustrating a suggested landingsite selected by a system of the present invention at least partially onaircraft and pilot performance, position, configuration, propulsion,traffic, weather, terrain, cabin environment, ground resources(services), and a preselected risk profile hierarchy;

FIG. 12 is a highly diagrammatic perspective view of an emergencycondition (medical divert) landing procedure overview with an associatedqueue wherein an embodiment of the present invention suggests a riskprofile accessed emergency procedure set providing a landing procedureat an airport with suitable nearby medical facilities;

FIG. 13 is a highly diagrammatic perspective view of a landing procedureoverview with an associated queue wherein an embodiment of the presentinvention suggests a risk profile accessed emergency procedure setproviding for safe departure from the North Atlantic track route systemand emergency landing at suitable nearby airports;

FIG. 14 is a highly diagrammatic perspective view of an emergencycondition (pressurization emergency) forced landing procedure overviewwith an associated queue wherein an embodiment of the present inventionsuggests a risk profile accessed emergency procedure set providing forimmediate descent to safe altitude and landing at the nearest availableairport;

FIG. 15 is a pilot view of an onboard display unit wherein an embodimentof the present invention displays navigational information related to afinal approach and landing;

FIG. 16 is a highly diagrammatic top plan view of emergency conditionlanding procedure overview with an associated queue wherein anembodiment of the present invention suggests a risk profile accessedemergency procedure set providing a landing procedure at a nearbyairport;

FIG. 17A is a pilot view of an onboard display unit in an emergencycondition (engine out) diversion procedure overview with an associatedqueue wherein an embodiment of the present invention suggests ahierarchy of risk profile accessed emergency procedure sets providingfor best safe landing opportunity procedures at suitable emergencylanding sites;

FIG. 17B is a pilot view of an onboard display unit in an emergencycondition (single engine) diversion procedure overview with anassociated queue wherein an embodiment of the present invention suggestsa hierarchy of risk profile accessed emergency procedure sets providingfor best safe landing opportunity procedure at suitable emergencylanding sites, and the pilot may operatively select to accept and fly asuggested new (emergency) procedure set, or in the alternative to accepteach item from said new procedure set in seriatim;

FIG. 18 is a tabular representation of data inputs utilized by anembodiment of the present invention to generate procedure sets, andactions related to the generation of procedure sets and to the outcomesof those procedure sets;

FIG. 19A is a pilot view of an onboard display unit wherein anembodiment of the present invention displays the initial flight plan andillustrates initial areas for landing (ditching) opportunities (targetradii) available upon a particular condition;

FIG. 19B is a highly diagrammatic perspective view of an emergencycondition diversion and landing procedure overview with an associatedqueue wherein an embodiment of the present invention suggests ahierarchy of risk profile accessed emergency procedure sets (the preciseprocedure set/s, and the hierarchical weight of each set, beingdependent on the specific nature of the emergency) providing a best safelanding (ditching) opportunity procedure;

FIG. 20 is a highly diagrammatic top plan view of an emergency condition(engine failure at takeoff) overview with an associated queue wherein anembodiment of the present invention suggests a hierarchy of risk profileaccessed emergency procedure sets providing a best safe landing(ditching) opportunity procedure;

FIG. 21 is a highly diagrammatic top plan view of an emergency condition(engine failure at takeoff) overview with an associated queue wherein anembodiment of the present invention suggests a hierarchy of risk profileaccessed emergency procedure sets providing a best safe landing(ditching) opportunity procedure;

FIG. 22 is a highly diagrammatic top plan view of an emergency condition(engine failure at initial climb) overview with an associated displayqueue wherein an embodiment of the present invention suggests ahierarchy of risk profile accessed emergency procedure sets providing areturn to airport (re-land) opportunity procedure;

FIG. 23 is a highly diagrammatic top plan view of an embodiment of thepresent invention illustrating areas of landing (ditching) opportunities(target radius) available upon a particular condition, wherein the pilotmay operatively select to accept and fly a suggested new (emergency)procedure set, or in the alternative to accept each item from said newprocedure set in seriatim;

FIG. 25 is a diagram illustrating angle of attack and rotational axes;

FIG. 26 is a graph illustrating surface and aloft winds at selectedaltitudes along a flight plan;

FIG. 27 is a table illustrating available services at various airports;

FIG. 28 is an environmental block diagram of a surface- and space-basedembodiment of the present invention, configured before or during flightfor implementation by a portable computing device aboard an aircraft;

FIG. 29 is an environmental block diagram of a space-based embodiment ofthe present invention, configured before or during flight forimplementation by a portable computing device aboard an aircraft;

FIG. 30 is an environmental block diagram of a surface- ornon-space-based embodiment of the present invention, configured beforeor during flight for implementation by a surface-based computing devicein concert with a portable computing device aboard an aircraft;

FIG. 31 is a highly diagrammatic overhead view of an embodiment of thepresent invention, configured for implementation by at least onesurface-based computing device in concert with a plurality of aircraftin flight, whereby each aircraft in flight maintains a two-way stabledata link with a surface-based device for the purpose of implementingthe system of the present invention;

FIG. 32 is an environmental diagram of the aircraft configuration modulecomponent of an embodiment of the present invention;

FIG. 33 is a diagram illustrating at least one of the individualcomponents of an aircraft configuration determined by an embodiment ofthe present invention, and a condition whereby the individual datacomponents of an aircraft configuration at any given point in time arecompared to an expected configuration of said aircraft at said point intime as determined by the system of the present invention;

FIG. 34 is an environmental diagram of the trajectory evaluator modulecomponent of an embodiment of the present invention;

FIG. 35 is an environmental diagram of the configuration evaluatormodule component of an embodiment of the present invention;

FIG. 36 is an environmental diagram of the alternative landing modulecomponent of an embodiment of the present invention;

FIG. 37A is a highly diagrammatic overhead view of a procedure wherebyan embodiment of the present invention initially evaluates potentialalternative landing sites appropriate for a given aircraft commanded bya given pilot along a given flight path, based on surface terraincharacteristics and aircraft landing requirements;

FIG. 37B is a diagram illustrating the process by which an embodiment ofthe present invention evaluates a potential landing site by determiningthe landing distance required for a given pilot to safely land a givenaircraft;

FIG. 38 is an environmental diagram illustrating the main databasecomponent of an embodiment of the present invention, a component datasetof said database exported for use by the system of the present inventionfor a given flight, pilot, and aircraft, and an additional datasetrepresenting information collected during said flight with which thesystem of the present invention updates said main database;

FIG. 39 is a diagram representing the relationship between the energystates of an aircraft in flight;

FIG. 40 is a diagram representing the optimal engine-out/zero-thrustglide distance achievable by an aircraft of given glide ratio, and howsaid optimal distance may be affected by atmospheric conditions or pilotproficiency;

FIG. 41 is a highly diagrammatic top plan view of an emergency conditionwhereby an embodiment of the present invention suggests at least onealternative flight path based on adverse weather conditions in theoriginal flight path or, in the alternative, suggests a hierarchy ofrisk profile accessed emergency procedure sets providing a best safelanding opportunity procedure to an aircraft affected by said adverseweather conditions; and

FIG. 42 is a pilot view of the display unit of a portable computingdevice whereby an embodiment of the present invention displays highpriority alternative landing sites along the flight path of an aircraft,as well as current atmospheric conditions at the said alternativelanding sites.

DETAILED DESCRIPTION

In the following detailed description, embodiments are described insufficient detail to enable those skilled in the art to practice theinvention. It is understood that other embodiments may be utilizedwithout departing from the scope of the present invention. The followingdetailed description should therefore not be taken as limiting in anyway the scope of the present invention.

Features of the present invention in its various embodiments areexemplified by the following descriptions with reference to theaccompanying drawings. These drawings depict only selected embodimentsof the invention, and should not be considered to limit its scope in anyway. The present invention may be described with further detail andspecificity through use of these drawings.

The present invention relates to a system and apparatus for monitoringand processing a plurality of flight parameters in order to minimizeworkload and stress on a pilot due to unexpected (undesired) conditions.The apparatus includes a database of information from which is extracteda dataset that is static relative to any given flight at the point ofdeparture (a “flight” referring to a set whose elements are: anaircraft; one or more pilots; an initial, unexecuted flight plan; andenroute flight path conditions, both dynamic and static. In operation,the system continually processes dataset components in concert withdynamic data relative to a particular point along the flight path,including: the aircraft's position, altitude, heading, and airspeed; itsperformance relative to benchmark values as determined by the aircraft'sflight envelope and flight plan; and current cabin, flight, and engineconditions (including emergency states that might require an unscheduledlanding). Additionally, a preferred embodiment determines theavailability of airports or other alternative landing sites (includingfields, roads, and bodies of water) within the aircraft's range at thatmoment, as well as current conditions at those landing sites (such asavailable services, weather, wind, terrain, obstacles, or groundtraffic). An embodiment of an apparatus of the present invention maythen continually ascertain and display options for any given point andsuggest a procedure executable by the pilot or autopilot systemproviding for an emergency landing at an alternative landing site(including any necessary course changes or aircraft reconfiguration).

In addition, the system may note any significant deviations in theaircraft's performance (relative to its performance envelope andexpected performance at a particular point on a flight plan profile),which might result from inappropriate configuration (of landing gear,flaps, or the like). Generally an aircraft may be configured for taxi,takeoff, climb, cruise, descent, approach, landing, or penetratingturbulent air. If an aircraft is inappropriately configured for aparticular segment of flight, the present invention may notify thepilot/crew and suggest a configuration correction, such as loweringlanding gear or adjusting flaps, and the like such that the aircraft maybe correctly configured for the desired flight segment. The suggestionmay be generic, e.g., “CHECK CONFIGURATION: AIR SPEED GRADIENT HEADINGEXPECTED”. Additionally, in further embodiments the system and apparatusmay provide a detailed or specific suggestion, e.g., “CHECK GEAR/FLAPS”,“CHECK AIRSPEED”, “CHECK PITOT/STATIC”, “CHECK PITCH ANGLE” and thelike.

FIG. 1 depicts an aircraft 200 in flight; the system has plotted a pathand corresponding emergency procedure set 202 to approach and land on anearby ALS consisting of an airport runway 208, accounting for obstacles(i.e., natural and manmade) in the flight path (vicinity) and windconditions on descent and at the landing site. In addition to navigatingto the best available ALS, procedure set 202 preferably provides (whenpossible) for aligning aircraft 200's pitch angle for best possibleglide speed, configuring aircraft 200 for landing, and the like.Procedure set 202 also provides (when possible) for a landing into windrelative to aircraft 200's approach, thereby reducing the landing speedand required landing distance. FIG. 1 also illustrates operation of anembodiment of the present invention where the apparatus of the presentinvention has identified an opportunity gate 210 for aircraft 200 finalapproach 204 and targeted touchdown point 212 on runway preferredtouchdown zone nearest aircraft 200 (system effort to maximize safety).

FIG. 2 is a diagrammatic representation of the environment of anembodiment of the present invention, including both hardware componentsof the apparatus and data components used by the system. For a givenaircraft, the dataset includes information about its specifications,e.g., size, empty weight, engine(s) operational parameters, fuelcapacity and consumption characteristics, flight configurationperformance characteristics, and general performance envelope 506 plusderivative data (e.g., the runway length required for a normal landingand the suitability of various landing surfaces). In a currentlypreferred embodiment, all or substantially all of the information in thePilot's Operating Handbook (POH, −1, or Flight Manual) may be included(e.g., all performance data and emergency procedures).

For a given pilot (aircraft, leg), the dataset may include generalinformation such as pilot experience level (such as the pilot's flighttime for any given aircraft) and past performance 534, as well asspecific and derivative flight performance data. In operation apreferred embodiment of the present invention may continuously ascertaincurrent position relative to an expected position (per the flight planor previous leg/segment position) and determine whether a reportableproblem exists. An apparatus of the present invention may be selectablyprogrammed with a range of operational values (via a menu or the like toa user/operator set of parameters) for each operational segment.Ideally, takeoff and landing segments may have tighter (tighter/narrowermore periodically detected values) so a pilot/crew may more quickly bealerted to deviations.

In a preferred embodiment the invention may, for example, monitorprevious traffic and arrival/departure information to improve accuracy(of operation of the present invention). For example (selectably per theuser/operator) on a flight plan to KSTL/St. Louis the system may detectthat landing traffic (from the North) is now landing on runway 11 viathe AARCH ONE arrival (rather than on runway 30 via the QBALL EIGHTarrival) due to a wind shift or the like. Within the constraints of thischanged condition, the system may alert the crew to a heading deviationconsistent with the new AARCH path. Additionally, satellite (or thelike) data over a period of intervals, or road traffic applications, maybe utilized by an embodiment of the present invention to ascertain therelative risk associated with a potential ALS (field, e.g., growingcrop, plowed, row direction; or road, e.g., slope, width, and current orpredicted level of traffic).

For a given flight plan 502, the dataset may include the initial flightpath and related information (including information derived by thepresent invention). This may include, for example, terrain 520,including both topographic features and manmade obstructions) along thepath; nearby airports along the path suitable for landing 524 and theirnavigation/communication frequencies; and any services near thoseairports (parts/repair, fuel, hospitals, currently availableaccommodations and/or transportation). Derivative data may include riskranked ALS along or near the initial path, along with surface(typical/predicted), gradient, elevation, obstacles, and otherinformation relevant to an attempted approach and landing 512.Alternative landing sites may include open fields of sufficientdimension for the aircraft, paved surfaces such as highways or parkinglots, or bodies of water.

In-flight, the system may monitor dynamic values for any given pointalong the flight path, including: the aircraft's current position 510;its airspeed, heading, and altitude above sea level; atmosphericconditions such as air pressure/temperature and wind speed/direction522; cabin conditions 508; flight controls and settings 514; andpropulsion system conditions 518. The system may also monitorinformation available via data link, including: local air and groundtraffic for a given position 516; current and forecast weather along theinitial path 504; and conditions at any nearby ALS where available. Someembodiments may also monitor biometric information about the pilotand/or crew 530, including: brain activity; breathing and heart rate;reaction times (and changes thereto); signs of nervousness ordrowsiness; or other vital signs. In such an embodiment of the presentinvention, collected biometric information may be utilized to ascertainacceptable (obtainable) ALS.

The system bus 532 connects the various components responsible for thecollection of these diverse data points to the processor 800 andcomparator 540 for data processing. A display unit 700 with userinterface 550 displays pertinent information and processing output tothe pilot, while at the same time allowing for pilot input to reflect achange in conditions (for example, declaring an emergency state [pan,pan; mayday, mayday]) that in turn would change system parameters. Anapparatus of a preferred embodiment may include a user selectable switchfor selectively activating or selecting an emergency protocol (for aparticular situation/condition within a segment [R_(I), R_(P1), orR_(P2)]). R_(I) for land immediately (or e.g., eject, activate airframeparachute); R_(P1) for land as soon as possible; and R_(P2) for land assoon as practicable.

In a presently preferred embodiment, the system may continually evaluateboth dataset components and dynamic values to determine the bestavailable ALS, or a weighted hierarchy of alternatives (if more than oneexists). The system may initially select sites from those nearby landingsites provided by the dataset. The system may consider additional sitessuitable for a given aircraft (but more distant from the initial flightplan) if those sites fall within a predetermined range of the aircraft'scurrent position (i.e., the target radius) or an emergency state isdeclared.

For any given set of more than one ALS, the system may assign a weightedvalue to each individual ALS, corresponding to that site's suitabilityfor landing based on available current (anticipated at arrival time)conditions. This assignment may account for a variety of factorsincluding: (1) the site's distance from current position; 2) atmosphericconditions at current position and at the ALS (if available orderivable); (3) ground terrain at the ALS, including surface compositionand the presence of nearby trees, brush, vegetation, or other obstacles;(4) the presence of hospital, security, repair, or other facilities nearthe ALS; and (5) the difficulty of navigating to and landing at the ALSfor a pilot of given skill (current performance) and experience level.

This assignment, and the resulting best ALS or hierarchy thereof, maycontinually refresh as conditions and contributing factors change. Theresults of this assignment may be available for display to the pilot,refreshing as system results update.

The system may plot an optimal path to each identified ALS. This pathmay be represented by a set of points in three dimensions comprising anavigable path from the aircraft's current position to a ground-leveltouchdown point at the ALS. In plotting these paths, the system mayincorporate aviation rules and best practices (e.g., landing intoheadwinds where possible to minimize landing speed, maintaining safedistances from neighboring air (ground) traffic, setting a touchdownpoint that maximizes the available landing surface). The system maycontinually revise paths as the hierarchy of potential landing sites (aswell as the aircraft's precise position along its flight path) changes.

FIG. 3 depicts aircraft 200 in an engine-out state, in need of immediatelanding. Without allowing for wind, the system uses target radius 214(reflecting an immediate need to land) in order to determine the bestavailable ALS at runway 208 a, here the site nearest aircraft 200'sposition. The system then plots emergency course 202 a to opportunitygate 110 a and landing on runway 208 a. As a substantial wind may affectaircraft 200's glide capability in an engine-out state, it may alsoaffect the system's choice of best available ALS. Here the presence ofwind over aircraft 200's port side (100 kts) flattens the circulartarget radius into an ellipse 216, and runway 208 b is selected as thebest available ALS despite its greater physical distance from aircraft200's position. The system then plots paths along 202 b, 202 c toopportunity gates 110 b or 110 c for landing at runway 208 b.

FIG. 4A depicts aircraft 200 and potential alternative landing sites208(P2), 208(P1), and 208 i. If an emergency state is declared, thesystem parameters for determining the best available ALS may change.Target radius 218 represents a need to land as soon as practicable(considering any available services within a broad radius), while radius220 reflects a more pressing need if aircraft 200 is in single-enginestate (i.e., one of aircraft 200's two engines has failed) to land assoon as possible (e.g., first safe opportunity depending on VFR). Whileone landing site 208(P2)) may be an airport runway, if aircraft 200 isin a single-engine state it may lose priority as an ALS to closerlanding sites 208(P1) and 208 i). The presence of hospital 222 adjacentto 208(P1) means that if aircraft 200 is in a medical-emergency state,208(P1) may gain priority as an ALS due to nearby facilities. Finally,if aircraft 200 is in an engine-out state (all engines have failed), thesystem's land-immediately target radius 214 is narrower still. Landingsite 208 i, situated inside target radius 214, may maintain priority asan ALS.

FIG. 4B explains generally how wind speed and direction may affect therange of an aircraft experiencing engine failure, and consequently theshape of the target range used to select best available landing sites. Aslight wind over aircraft 200's starboard side elongates aircraft 200'starget radii 214, 220, 218 slightly on that side.

Condition Indicator Possible Scenario Radius Land immediately R_(I) DeadStick 214 Land as soon as possible R_(P1) Single Engine 220 Land as soonas practicable R_(P2) Medical Emergency 218

The present invention may display landing opportunities within ranges(R_(I), R_(P1), R_(P2)) as circles (ellipses) on an aircraft'sMulti-Function Display (MFD) or the like. Additionally, ALS suitabilitymay be represented and displayed by color-coded icons (green, yellow,orange, red, or the like). The display range at which this and otherinformation is presented may be user or system selected. In operation,an MFD (HUD or the like) serves to display information when the selected(user or system) range makes various classes (types) of informationrelevant. For example, in an effort to reduce clutter on moving mapdisplays and the like, detailed surrounding terrain is displayeddepending on altitude, airspeed, glide range, and distance (e.g., 20NM). To reduce clutter traffic information may nominally be displayed atranges between five and ten NM. Weather (and the like) is generallydisplayed at ranges of 200 NM and less.

Approach courses, and the corresponding target windows projected by theHUD, may vary depending on the specific emergency state. FIG. 5 depictsaircraft 200 experiencing engine failure after takeoff from runway 208.The system has selected a nearby open field as the best available ALS.Aircraft 200's glide slope and speed may vary depending on whether itsemergency state is single-engine 210 b), aux-engine 210 c), orengine-out 210 a), and the optimal approach course (and correspondingopportunity gates) may vary accordingly. If aircraft 200 is in anengine-out state, for example, its glide slope may be steeper and itscorresponding opportunity gate 210 a) higher relative to the finaltouchdown point.

FIG. 6 depicts aircraft 200 experiencing engine failure immediatelyafter takeoff from originating airport 224. The system is directingaircraft 200 along emergency course 202, and preparing to ditch in anearby river 226 a (section 226 b, being unreachable by aircraft 200, isunsuitable for ditching). Again, the aircraft's specific engineemergency (engine-out/210 a, single-engine/210 b, aux-engine/210 c) maydetermine its glide slope and speed, and its precise approach andcorresponding opportunity gate 210 a, 210 b, 210 c) toward touchdownpoint 212 may vary accordingly.

FIG. 7 depicts an onboard display unit 700, which shows an aircraftin-flight from KSLN/Salina to KDEN/Denver to KSUX/Sioux City toKMSP/Minneapolis-Saint Paul per its initial flight plan (not over KMCK).Onboard display unit 700 also displays initial target radii calculatedby the system for immediate landing 222, landing as soon as possible220, and landing as soon as practicable 218, as well as a no-windopportunity radius 214.

The system may record all data generated in-flight in memory storage.Flight data is streamed (or batch loaded) for incorporation into adatabase of the present invention for auxiliary purposes (e.g.,comparison of a current flight to previous flights in order to predictand/or detect unusual conditions).

At least two primary embodiments of the present invention may bedelineated in operation by the means utilized to determine the existenceof an unusual condition. Where data is available from existing aircraftsystems, such as position, airspeeds, flight control positions, attitudeand angle of attack, propulsion and cabin condition, that data may beutilized by the present invention via the bus 532 (FIG. 2) to assist anapparatus of the present invention in ascertaining status and/or anunusual condition. For example, an ARINC 429, MIL-STD-1553, UNILINK, orlike avionics data bus protocol may be utilized by the presentinvention. Likewise, an embodiment of the present invention maysufficiently derive the necessary information from limited availabledata. For example, an aircraft equipped with a GPS or other navigationsystem (inertial guidance, VOR, RNAV, LORAN, and/or ADF or the like) maybe sufficient. Likewise, an embodiment of the present invention mayinclude a GPS. In operation such an embodiment receiving continuallyrefreshed GPS data related to the aircraft's position inflight mayderive from those data further information related to the aircraft'sairspeed, heading, attitude, rate of climb or descent, configuration,propulsion, or cabin conditions, and thereby assist an apparatus of thepresent invention in ascertaining status and/or an unusual condition.

For example, the present invention may interpret the aircraft 200's GPScoordinates as placing the aircraft (for any unique time T_(x)) at apoint P_(x) of coordinates (X_(x), Y_(x), Z_(x)), where X_(x) and Y_(x)correspond to that point's latitude and longitude, and Z_(x) to itsaltitude above mean sea level (MSL) and ground level (AGL). The presentinvention may then interpret the point of takeoff as (X₀, Y₀, Z₀) attime T₀, where X₀ and Y₀ represent the latitude and longitude of thecurrent flight's origin point and Z₀ (relative to the ground at thepoint of takeoff) is zero. The present invention may then interpretsubsequent GPS data as representing a series of points{P ₀(X ₀ ,Y ₀ ,Z ₀), . . . ,P _(n)(X _(n) ,Y _(n) ,Z _(n)),P _(n+1)(X_(n+1) ,Y _(n+1) ,Z _(n+1)), . . . ,P _(L)(X _(L) ,Y _(L) ,Z _(L))}along the aircraft's flight path, from liftoff at P₀ to touchdown atP_(L). For any two such points P_(a)(X_(a), Y_(a), Z_(a)) and P_(b)(X_(b), Y_(b), Z_(b)), the present invention may easily derive the totaldistance d traveled relative to the ground (over the time interval T_(a)to T_(b)) ascos⁻¹(sin x _(b) sin x _(a)+cos x _(b) cos x _(a) cos(x _(b) −x _(a))),or

${2\;\sin^{- 1}\sqrt{\left( {\sin\;\frac{x_{b} - x_{a}}{2}} \right)^{2} + {\cos\; x_{a}\cos\;{x_{b}\left( {\sin\;\frac{y_{b} - y_{2}}{2}} \right)}^{2}}}},$the initial course from P_(a) to P_(b) (of distance d) as

$\quad\left\{ {\begin{matrix}{{\sin\left( {y_{b} - y_{a}} \right)} < {0\text{:}\mspace{14mu}\cos^{- 1}\frac{\left( {{\sin\; x_{b}} - {\sin\; x_{a}}} \right)\cos\; d}{\sin\; d\;\cos\; x_{a}}}} \\{{{else}:\mspace{14mu} 2\pi} - {\cos^{- 1}\frac{\left( {{\sin\; x_{b}} - {\sin\; x_{a}}} \right)\cos\; d}{\sin\; d\;\cos\; x_{a}}}}\end{matrix},} \right.$and the rate of climb or descent over the time interval as:

$\frac{\left( {Z_{b} - Z_{a}} \right)}{\left( {T_{b} - T_{a}} \right)}$The present invention may also derive information related to theaircraft's airspeed, allowing for variances in wind speed andatmospheric pressure. For the aircraft's takeoff and initial climb,beginning at liftoff{P ₀(X ₀ ,Y ₀ ,Z ₀},time T ₀},and concluding when the aircraft reaches{P _(C)(X _(C) ,Y _(C) ,Z _(C)),time T _(C)},the aircraft reaches cruising altitude Z_(C), climbing at an averagerate of

$\frac{\left( {Z_{c} - Z_{0}} \right)}{\left( {T_{c} - T_{0}} \right)}$and traveling a distance (relative to the ground) ofcos⁻¹(sin x _(c) sin x ₀+cos x _(c) cos x ₀ cos(x _(c) −x ₀))while climbing. The present invention may also, for example, derive theaircraft's angle of climb as:

$\tan^{- 1}\frac{Z_{c} - Z_{0}}{\cos^{- 1}\left( {{\sin\; x_{c}\sin\; x_{0}} + {\cos\; x_{c}\cos\; x_{0}{\cos\left( {x_{c} - x_{0}} \right)}}} \right)}$

A preferred embodiment of the present invention may ascertain theexistence of an unusual condition by comparing available data related tothe aircraft's performance in-flight (e.g., its position, altitude,airspeed, attitude, heading, rate of climb/descent) to performance norms(ideals) stored in an onboard dataset. Data sources from which theseperformance norms may be derived include the pilot's past performancehistory while flying the current route or under similar flightconditions, the aircraft's expected performance along a given flightplan or under similar flight conditions, or optimal performanceconditions for a given aircraft at any point within a given flight plan(and/or flight segment).

Likewise, an embodiment of the present invention may note as an unusualcondition any deviation of a particular performance factor, or set offactors, from performance norms and respond to a detected (ascertained)unusual condition according to one or more user selectable protocols(depending on the nature and severity of the condition). However, theprecise course of action recommended by the present invention inresponse to an unusual condition may vary depending on the specificphase of flight in which the condition occurs (including taxi, takeoff,initial climb, cruise, descent, approach landing, and weatheravoidance). Similarly, depending on the specific phase of flight inwhich a deviation from performance norms occur, the present inventionmay account for a broader or narrower deviation from performance normsin determining whether a deviation represents a routine event(associated with a configuration fix or procedure set that can becommunicated to the pilot or autopilot system) or an unusual condition(including a potential emergency requiring diversion from the initialflight plan). For example, a deviation of two percent from expectedcruising altitude may not be interpreted as an unusual condition(requiring only continued observation at that time, with possible actiontaken if the deviation persists or increases) while a similar deviationin altitude during the initial climb phase (approach or landing) may beinterpreted as an unusual condition potentially requiring correction(and brought to the pilot's attention). Similarly, a preferredembodiment of the present invention may ascertain whether an unusualcondition is a reroute, minor deviation, a configuration error, or amore serious problem (a potential emergency). The range of acceptabledeviations from, for example, an idealized, expected norm, may beuser/operator selectable and may vary by flight segment (and/or airspeedand altitude). Generally, in a preferred embodiment, tighter ranges (ofacceptable values) are utilized the closer the aircraft is to theground, other aircraft, or weather and the like.

For example, an embodiment of the present invention may identify asignificant loss of airspeed inflight that may in turn indicate apartial or total failure of the propulsion system. If this loss ofairspeed occurs at cruise, the present invention may suggestreconfiguration of the aircraft as a remedy, e.g., correction ofimproper use of flaps, power setting, and or angle of attack. If theloss of airspeed is not remedied by reconfiguration, the presentinvention may then suggest other courses of action. In the alternative,immediately after takeoff the present invention may interpret asignificant loss of airspeed as an emergency or a potential emergency.Based on a variety of factors (including but not limited to theaircraft's altitude, the availability of alternative landing sites, andwind conditions), the present invention may then suggest an emergencylanding, advising the pilot as to possible emergency procedure sets(turning in excess of 180° to land at the originating airport, glidingforward to an alternative airport, or touching down at some nearbyalternative site suitable for landing) and the relative risk of eachcourse of action.

In addition, embodiments of the present invention may track, collect andtransmit data according to an established set of requirements. Suchrequirements may include a Flight Operations Quality Assurance (FOQA)program and the like. Such requirements may track operational data overtime and transmit data to a central operational facility for follow onanalysis. Future training or future simulator scenarios may be based onsuch analysis. Further, pilot specific data may be recorded for futurepilot specific training. For example, should a specific pilot maintain aconsistent set of errors over time, the systems of the present inventionmay create a training scenario for the specific pilot based on theconsistent set of errors.

FIG. 8A depicts the underlying process by which, under routine flightconditions, the system of a preferred embodiment of the presentinvention may continually collect position data at selectable timeintervals. Based on this information, the system may develop acontinually refreshing hierarchy of the best available landing sites.FIG. 8B depicts the subroutine by which the system creates the ALShierarchy, augmenting via ground-to-air data link the informationpreviously downloaded from the onboard dataset (which may includeterrain, traffic, and service information about airports and otheralternative landing sites along the flight path). When this informationis current, the system may then evaluate and rank available landingsites within a given radius, storing the results and displaying them tothe pilot via display unit 700.

While this subroutine continually runs, the comparator 540 may alsocontinuously assess incoming and derived flight data (which may includeinformation about the aircraft's position, altitude, airspeed, attitude,etc.) in comparison to data patterns in the onboard dataset. These datapatterns represent performance norms and may include expected datapoints relative to the history of a particular flight plan or leg, andthe pilot's past performance on the current or similar routes. If adeviation from performance norms is detected or ascertained, the systemmay assess whether the deviation is sufficient to constitute an unusualcondition. If an unusual condition exists, the system may notify thepilot via display unit 700, and may then further assess whether theunusual condition is associated with a configuration error (change) or,in the alternative, an emergency profile. If there is a configurationchange associated with the deviation, the system will suggest theappropriate correction to the pilot via the display unit 700, orcommunicate the necessary changes to the autopilot system if it iscurrently active.

If there is no appropriate configuration correction (trouble solution orfix) to address the current deviation, the system may notify the pilotvia the display unit 700, either recommending the activation of R_(P2)land-when-practicable status or activating that status through theautopilot system. The system may then compare current flight data withemergency profiles stored in the onboard dataset in order to determineif the current deviation from performance norms is indicative of anemergency or potential emergency. FIG. 8C depicts data componentsincluded in an emergency profile by a preferred embodiment of thepresent invention. Certain conditions, e.g., a rapid descent orsignificant loss of speed at climb or descent, may be associated with aparticular emergency profile such as an engine failure. The magnitude ofthe deviation (e.g., a 25 percent vs. 50 percent loss of speed atinitial climb) may inform the system of the severity of the emergency,and the system may set the corresponding target radius accordingly(R_(P2), R_(P1), or R_(I)) depending on urgency. The system may thenadjust landing site priorities depending on the specific emergency,prioritizing medical, security, or other services in addition to thesize of the target radius and feeding these new priorities to the ALSsearch routine (FIG. 8B). Finally, the system may load checklists andemergency procedure sets associated with the particular emergency,displaying them to the pilot via the display unit 700 for execution orsending them to the autopilot system for execution in the event of adiversion. The pilot may also activate an emergency state manuallythrough the system interface 550.

When an emergency state is active, the pilot may be presented withcurrent ALS information pertinent to the current emergency, displayedvia the display unit 700. The pilot may then divert to an ALS. FIG. 8Ddepicts the information that may be displayed to the pilot via thedisplay unit 700 when an emergency state is active and a diversion isimminent. For every viable ALS identified by the system, the system mayassociate with that ALS a calculated path in three dimensions to thatALS, as well as a set of emergency procedures necessary to effect alanding there. The pilot may choose to divert automatically, in whichcase the autopilot system will execute the associated emergencyprocedure set. In the alternative, the pilot may choose to execute amanual diversion to a particular ALS. In this case, the display unit 700will display the associated emergency procedure sets and checklists forthe pilot to execute in seriatim.

FIG. 8E depicts the data components of the main database and associatedonboard dataset utilized by a preferred embodiment of the presentinvention. The database may contain information specific to pilots,aircraft and aircraft types, flight plans and legs, and selectableparameters for the system of the present invention. Prior to flight, thepilot may download from the main database information related to thepilot's history and past performance, the specifications and expectedperformance of his/her aircraft and aircraft type, the expected flightplan (including a history of expected performance associated with thatparticular flight plan or leg), and system parameters that may beselectable by the pilot or determined by a commercial carrier (includingemergency procedure sets, system sensitivity settings and associatedflight stages, rules and policies, and best practices). Parameters usedby the system of the present invention may be scalable depending onaircraft categorization.

Aircraft are most typically categorized by weight and mission. For thepurposes of an embodiment of the present invention aircraft may becategorized as: (1) general aviation (small <12,500 lbs andlarge >12,500 lbs); 2) commercial transport aircraft; or (3) militaryaircraft. Small general aviation aircraft tend to be low flying(non-pressurized) and have little excessive reserve performance.Commonly they are single-engine piston powered with only nominalperformance reserve during all but taxi, descent, approach and landingflight segments. For this reason a reduction in or loss of propulsion isalways an emergency (R_(I)). Larger general aviation aircraft tend to bepressurized and may have multiple turbine engines. Thus, larger generalaviation aircraft are operated at significantly higher altitudes. Upon aloss of or reduction in propulsion, larger general aviation aircrafthave an increased gliding distance and generally some propulsion. Thus,the loss of an engine generally requires descent and landing (R_(P1)).Commercial transport aircraft are certified under different standardsand have required performance criteria making the continuation of aflight after the loss of an engine safer and less time critical(R_(P2)).

Military aircraft are generally designed to operate in extremeconditions at the boundaries of a broad flight envelope. In a hostileoperating theater a damaged or failing aircraft may have few readilydiscernable options. In an operation of a military embodiment of thepresent invention, the apparatus may analyze aircraft and pilotperformance in a threat theater and offer ALS risk analysis based uponidentified options. For example, a wounded crew member, less thanoptimally performing pilot, a damaged aircraft, in an environmentcontaining multiple threats (ground and/or air) will be greatly assistedby an embodiment of the present invention. As an embodiment of thepresent invention is notified of threat location and movement, aircraftand crew performance, mission plan, mission capabilities (changed ordeteriorating), and position information, it may continuously display orpoint to a risk assessed option or set of options (e.g., mission abort,divert, egress direction). In highly critical situations an embodimentof the present invention may selectively execute a mission abort orselectively execute a return to base (RTB) where the crew isunresponsive. Additionally, such an embodiment of the present inventionmay be configured to transfer control of the aircraft to itself orground (or wing) based control.

FIG. 10 depicts aircraft 200 making an emergency landing in a suburbanarea. The system has selected field 228 (a relatively open area whoselocation allows the pilot to land into the wind) as the best availableALS, and the pilot has executed to divert. The projected window 210represents the pilot's opportunity gate, assisting in targeting the nearend of the ALS in order to maximize the available emergency landingspace.

FIG. 11 depicts aircraft 200 continuing to land in the suburban area.The system has selected an ALS (consisting of an open area, relativelyfree of obstacles, with favorable winds) and identified an emergencytouchdown point; the pilot has diverted to that ALS. Projected window210 serves to assist the pilot in touching down in such a way as tomaximize the available treeless area for landing.

FIG. 12 depicts aircraft 200 in a medical-emergency state. Afterexecuting a divert from flight plan 240 to emergency course 202,aircraft 200 navigates to opportunity gate 210 to begin its finalapproach and land on runway 208, the best available ALS. In addition torunway 208, the system has evaluated nearby river 226 as a potentialALS. However, due to the fact that the medical emergency may require anR_(P2) profile, river 226 may display on a lower level of the hierarchy.Note the presence of hospital facilities in close proximity to runway208, and that aircraft 200's course enables landing into a headwind.

FIG. 13 depicts aircraft 200 inflight eastbound over the North AtlanticOcean, along flight plan 240. In order to ensure aircraft separation inan area with high traffic and sporadic radar coverage, air traffic isdirected along well-known parallel tracks 102 a, 102 b, and 102 c, heredepicted as 30 NM apart). Should aircraft 200 divert north to an ALS onisland 230 a, or south to an ALS on island 230 b, the system may plot acourse 202 b, 202 c) that first directs aircraft 200 parallel to trackroutes, maintaining a maximum distance of 15 NM from either adjacenttrack. Then, the system will allow aircraft 200 to exit the track systemat an altitude safely below other aircraft.

FIG. 14 depicts aircraft 200 in a pressure-emergency state, at cruisingaltitude (FL380=“flight level 380”=pressure altitude 38,000 ft) overmountainous terrain. In the event of a pressurization failure, aircraft200 executes a diversion from initial flight plan 240. Aircraft 200'semergency path takes it through a mountain pass at FL160 (flight level160=16,000 ft, 202 a).

Once clear of mountainous terrain, aircraft 200 descends along path 202b to FL100 (flight level 100=10,000 ft, 202 b), at which altitude lackof pressure is no longer an immediate danger. Aircraft 200's emergencycourse then proceeds downwind 202 c) to opportunity gate 210 for finalapproach and emergency landing on ALS 208, an airport runway.

FIG. 15 depicts RNAV navigational display information to aircraft 200 onapproach to KMLE/Millard Airport, including navigational beacons andwaypoints and nearby obstacles (and their elevations). Waypoint NIMMUserves as the initial approach fix 232 and opportunity gate 210 forfinal approach to land at KMLE Runway 12 208. Should aircraft 200 flytoward initial approach fix 232 in an incorrect configuration, thesystem may alert the pilot via display unit 700 of a suggestedconfiguration change.

FIG. 16 depicts aircraft 200 diverting from its initial flight plan 240to emergency path 202 (and executing the associated emergency procedureset). Emergency path 202 includes opportunity gate 210, which may alsorepresent an initial approach fix 232 for final approach 204 to landingon runway 208; emergency path 202 provides for an obtainable (safe anddesirable) touchdown point 212 on the portion of runway 208 nearest theposition of aircraft 200 (in order to maximize available landing space).

In some embodiments of the present invention the pilot may, underemergency conditions, “divert” to a particular ALS by selecting thecolored indicator displayed next to that ALS. Diverting to an ALS hasseveral consequences. First, ground control may be immediately alertedof the diversion and of the pilot's intentions. Second, the pilot (orautopilot system, if active) may be directed to the selected ALS alongthe emergency course plotted by the system. Third, when the aircraftapproaches the landing site, the heads-up display may project a virtual“window”. This window may provide the pilot with a quick visualreference to use in approaching what may be an unfamiliar or unmarkedsite, and in targeting a touchdown point selected by the system tomaximize the chance of a safe and normal landing. In the alternative,the system may suggest emergency procedures to the pilot, who may thenaccept and execute them in seriatim.

FIG. 17A and FIG. 17B depict embodiments of the present inventiondisplaying onscreen divert options available to a pilot who has declaredan inflight emergency state. The aircraft in FIG. 17A has declared anengine-out state over eastern Nebraska. Three potential alternativelanding sites are indicated along with their distance, heading, andsuitability status: a grass field, 234 a (rated “green”, 236 a); anearby road, 234 b (rated “yellow”, 236 b); and KOFF/Offutt AFB, 234 c(rated “red”, 236 c). The aircraft in FIG. 17B, inflight over the NorthAtlantic Ocean, has declared a single-engine state. Divert options areavailable to nearby emergency landing strips, along with theirsuitability color codes. The system has rated LPLA/Lajes Field 234 b)“red” (236 b) on account of adverse weather. However, divert options toeither BIKF/Keflavik AFB 234 a or FINN/Shannon Airport 234 c—near whichhospital facilities are found—are rated “green” (236 a and 236 crespectively) and available to the pilot by selecting the “DIVERT”indicator. In the alternative, the pilot may accept each component ofthe emergency divert procedure set in seriatim, manually changingheading (queuing configuration changes), contacting ground control, andso forth.

A display of the present invention may preferably indicate possibleoptions to the pilot. The peace of mind of knowing one has “green”runway options available may offer the pilot valuable choices. As anaircraft leaves a runway at takeoff, all ALS options are red. As theaircraft climbs, ALS options turn green as they become viable R_(I)options. With all options red, the pilot has limited options: eject oractivate the airframe chute. As landing options turn green, the pilothas options from which to choose to safely land.

Color Indicator/s Options ALL RED EJECT/CHUTE/DITCH 1 GREEN LAND 2+GREEN CHOICE & LAND

An aircraft may encounter emergency conditions inflight that requirediversion from the initial flight path. Conditions may require aprecautionary landing (if further flight is possible but inadvisable), aforced landing (if further flight is not possible), or an emergencylanding on water (generally referred to as a “ditching”). Emergenciesmay also dramatically reduce the time frame within which such a landingmust occur. Emergency conditions may include: the failure of one or moreengines (single-engine, aux-engine, or engine-out states); the failureof pitot/static, electrical, hydraulic, communications, or other onboardsystems; a rapid decompression or other pressurization emergency; amedical emergency; an onboard fire; or an attempted hijacking (orsimilar security threat).

System input in the event of an emergency may be simplified to minimizedemands on the pilot's attention and time. Should an emergency occur,the pilot may select from a menu of emergency states and “declare” therelevant emergency by selecting that state (R_(P2), R_(P1), R_(I)).Declaring an emergency state results in two immediate consequences.First, the system parameters for selecting an ALS may change dependingon the specific emergency. Second, the pilot may be given the option todivert from the initial flight path to an ALS. The “divert” optionrepresents an emergency procedure set ascertained/suggested by thesystem; in the alternative, the pilot may maintain manual control andaccept each item of the emergency procedure set in seriatim (from alist, a flight director (with a queue key (scroll switch) or the like)).

When an emergency state has been declared and the “divert” option isavailable to the pilot, the hierarchical list of potential alternativelanding sites (weighted according to their suitability as an ALS) may bedisplayed using a green/yellow/red color scheme. The most suitablelanding sites (those closest to current position (for example), or withfavorable surface and/or wind conditions, easily navigated headings, ornearby services) may be marked “green”. “Yellow” sites may be acceptablefor an emergency landing, but conditions there may be less than ideal(e.g., ground traffic, uneven landing surface, crosswinds, obstacles). Asite rated “red” is contraindicated as an ALS. Pertinent informationabout each potential “divert” destination (e.g., airport designation ifany, surface conditions, other information relating to the siteassessment) may be displayed along with its distance, heading, and colorindication. In addition, should an aircraft be on one of the selectedprofiles (R_(P2), R_(P1), R_(I)) the system may continue to updatepossible ALS data if conditions change. For example, an aircraft isflying an R_(P2) profile and all engines fail. In this condition, thepilot may select and/or execute the R_(I) profile, allowing for safeforced landing at the selected ALS.

FIG. 18 represents the datasets and components that inform the system'sselection of best available alternative landing sites and correspondingemergency procedure sets: the aircraft's airspeed, location, conditionand configuration; current data on terrain and obstacles (natural andmanmade), weather systems, winds, and ground services; availableemergency states; available decision trees and courses of action(automatic diverts vs. manual decisions in sequence); coupled approachesto identified runways and landing sites; cross-referencing forairspeed/altitude/attitude; current data about local air traffic; glidepotential; obtainable descent profiles; and factors influencing theselection of emergency courses and opportunity gates such as the lengthof runway, road or field required for landing; and other actions to betaken in the event of a divert such as transmitting intentions,squawking emergency, and maintaining contact with ground control(dispatch/ATC) and other authorities.

FIG. 19B depicts an aircraft inflight over the Colorado Front Range;nearby fields suitable for landing are KDEN/Denver, KCOS/ColoradoSprings, KBKF/Buckley AFB (Aurora, Colo.), KCYS/Cheyenne, andKOMA/Eppley (Omaha). If an emergency state is declared, available divertoptions may vary depending on the specific emergency. If R_(I), aland-immediately or “ditch” state, is declared KOMA is rated “red” dueto its extreme distance. If the aircraft is in R_(P1), a single-enginestate (“1 ENG”) KOMA may not be ruled out if it would be feasible toreach that destination safely and without incident. If a medicalemergency is declared, however, landing is a more imminent priority andthe system's target radius therefore narrows considerably. Only KDEN andKBKF are rated “green” due to their proximity and services. Finally, ifa medical or threat emergency is declared both KOMA and KCYS aredisregarded due to distance, KDEN and KCOS are both rated “green” as asuitable ALS, while KBKF is assessed and rated “red” despite itsproximity due to lack of appropriate facilities.

FIG. 20 depicts aircraft 200 in R_(I), a land-immediately or “ditch”state, having experienced engine failure immediately after takeoff fromoriginating airport KMLE/Millard, Nebr. 224. Several alternative landingsites have been evaluated, but most have been rated “red” due to theirdistance: KOMA/Eppley 2140, KOFF/Offutt AFB 2130, Interstate 680 238(indicated by the system display as ROAD), a large field south-southwestof Offutt AFB 228 b (indicated as GRASS), and the Missouri River 226(indicated as RIVER). Within R_(I) range 214, however, are two optionsrated “green”: a field 228 a directly ahead (opportunity gate 210 a) andoriginating airport 224. Field 228 a, however, is given higher prioritythan airport 224 as an ALS.

While returning aircraft 200 to the originating airport might appear tobe the obvious emergency landing option in the event of engine failure,circumstances often indicate otherwise. Depending on aircraft 200'sairspeed and altitude, as well as the experience and reaction time ofits pilot (among many other considerations), executing a turn in excessof 180° back to originating airport 224 while in glide descent (theexcess being necessary to realign the aircraft with the runway) may notbe the safest available option. In FIG. 20, a field directly ahead ofaircraft 200's position serves as a suitable, and safely reachable, ALS.If otherwise unfamiliar with the local terrain, aircraft 200's pilot maynot have considered a landing in the field, instead attempting to returnto originating airport 224 at considerable risk.

Similar to FIG. 20, FIG. 21 depicts aircraft 200 in a land-immediately(“ditch”) state at 1,000 feet above ground level (AGL). Multiple landingsites fall within aircraft 200's R_(P1) radius 220, some of them airportrunways: originating airport KMLE/Millard 224, opportunity gate 2122;KOMA/Eppley 2140, opportunity gate 2142; KOFF/Offutt 2130, opportunitygate 2132; and the Missouri River 226. Only one site, however, lieswithin R_(I) radius 214: open field 228 (indicated as “GRASS”) at aroughly 1 o'clock heading relative to aircraft 200. Therefore field 228has been rated “green” as an ALS (opportunity gate 210 a, final approach204). Because hard-surface runways are available, the system may notdisplay river 226 as an option.

FIG. 22 depicts aircraft 200 in a land-immediately (“ditch”) state, butat 4,000 feet AGL. At this higher altitude, an ALS that might not havebeen within 200's glide range at 1,000 feet may now be safely reachable.Therefore aircraft 200's land-immediately radius 222 now includesoriginating airport KMLE/Millard 224 (opportunity gate 210 a),KOFF/Offutt 2130, KOMA/Eppley 2140, and the Missouri River 226. Allthree airports are rated “green” as an ALS.

FIG. 23 depicts aircraft 200 in-flight westbound over the North AtlanticOcean. In-flight under normal transatlantic conditions via course 240,the system may search broadly for an ALS within target radius 218,reflecting a need to land only when practicable. Within target radius218, the system has identified an ALS in Greenland along path/procedureset 202 a to opportunity gate 210 a and touchdown point 212 a, and anALS in Labrador along path/procedure set 202 b to opportunity gate 210b. Should aircraft 200 declare an engine-out state, however, the searchradius narrows to R_(I), or target radius 222, reflecting an immediateneed to land. As the Greenland ALS lies within the engine-out radius, itmay be the only option available in an engine-out situation.

FIG. 24 diagrammatically depicts the various axes of rotation of anaircraft, which together produce a particular angle of attack into therelative wind. Flight control surface position selected via pilot orautopilot inputs largely dictate angle of attack. Aircraft airspeed isat least partially selectable by angle of attack and aircraftconfiguration. Power settings in combination with pitch andconfiguration control altitude and airspeed. Thus, in operation of apreferred embodiment of the present invention, a particular aircraftconfiguration is desired for each of the various segments of flight,generally, taxi, takeoff, climb, cruise, descent, approach, landing, andthe like. Each model (type) of aircraft has known flight performancecharacteristics in a particular configuration within a particular flight(operational) segment. The present invention utilizes a lookup table(register or the like) extracted from the dataset, containing theseaircraft performance characteristics for comparison with current orrealized characteristics 540 against expected (most likely desired)flight segment characteristics (given weather, traffic, routing, and thelike).

FIG. 25 depicts how wind speeds and headings can vary dramatically alonga flight plan, and at a single geographic location, depending upon thealtitude. The dotted line 2610 depicts a flight from KSJC/San Jose 2620to KSLC/Salt Lake City to KDEN/Denver. A weather report might describethe wind as 10 knots from the northwest (300°) at KJSC 2630, 5 knotsfrom the north (360°) at KJSC, and 10 knots from the northeast (60°) atKDEN. At any given altitude 2640 over any of these points, however, thereported wind direction and speed may not be accurately represented orforecast. The apparatus of the present invention may be preferablyprogrammed/set for offsetting the variability of forecasts and/ormoderating the display based upon most likely (worst case) conditions.

FIG. 26 depicts a hypothetical dataset display utilized/presented by thesystem to catalog available services (hospital, lodging, security,maintenance, and the like) and approach procedures for various airports,ALS's, and other pertinent locations. For example, at KAIA/AllianceMunicipal Airport, hospital services and police are nearby, and a broadvariety of instrument approach procedures are available, including RNAV,VOR, ILS, and LOC/DME.

In the context of embodiments of the present invention configuration andconfigured mean (1) the position of the aircraft relative to an expectedposition, (2) the attitude of the aircraft relative to an expectedattitude, and (3) the position of controllable members and settings(e.g., gear, flaps, elevator, rudder, ailerons, spoilers, throttle(s),selection of navigation/communication frequencies, and the like)relative to expected settings. A flight plan may be described as aseries of scalars describing the vector of an aircraft from one locationto another (gate-to-gate, hanger-to-ramp, runway to runway, and thelike). The vector describing this path will be altered in operation by,for example: (1) ATC (altitude changes, course changes, airspeedrestrictions, arrival and departures, traffic, and holds or the like),(2) weather (deviations around, ground speeds, turbulence, and thelike), and (3) pilot and aircraft performance. In an embodiment, systemexperience with a particular pilot or leg may be stored, compared, andmade part of an analysis in determining what constitutes a departurefrom an expected vector (path). Deviation from what is expected may betolerance dependent. For example, on takeoff, climb out, approach, andlanding, system sensitivity to a deviation may be higher. Deviationsresulting from ATC or weather may be ascertained, for example, by ATCcommunication patterns (i.e., a change in heading, altitude, and/orairspeed precedes an ATC/pilot communication) or by a change in weathercondition or forecast received by an embodiment of the present inventionnot preceded by a change in heading, altitude, and/or airspeed (or thelike). Thus, where a deviation is found unlikely (improbable) by thesystem of an embodiment of the present invention to be associated withATC and/or weather, depending of flight phase/segment and the magnitudeof the deviation, the system may warn the pilot of a likelyconfiguration error and under certain conditions it may suggest aconfiguration change. However, if altitude, airspeed, weather, ortraffic indicates few safe options (e.g., loss of power on takeoff) anembodiment may immediately suggest an ALS with an associated procedureset (insufficient ALS options given the total energy TE available toaircraft 200).

In the context of embodiments of the present invention unusual condition(262, 264, 266) means a deviation having a magnitude outside of apreselected range of acceptable values for a particular flightsegment/phase. In a preferred embodiment a pilot, user, dispatcher,owner, or other entity may preselect what constitutes an unusualcondition for each segment/phase of flight. Conversely, a system of apreferred embodiment of the present invention may operationallydetermine a range of acceptable values for a particular pilot, aircraft,segment, leg, or the like from past flight data.

In the context of embodiments of the present invention flight segment,flight phase, segment, phase, or segment/phase means a portion of aflight having a particular aircraft configuration or desired aircraftconfiguration. More particularly, in the context of an embodiment of thepresent invention an aircraft in a certain configuration will produce acorresponding airspeed, rate of ascent/descent, course change, or thelike. Aircraft being operated on a flight plan with an embodiment of thepresent invention and its associated database(s) (FIG. 2 and the like)in a particular segment of flight should be progressing along thedesired vector (path) at an expected rate (relative to the ground anddestination) within an expected tolerance. Deviations from expectedtolerances may be user (pilot and the like) selectable and are presentedto the pilot.

In addition, during each phase/segment of flight an aircraft possess afinite energy state (kinetic+potential energy=total energy (KE+PE+TE)).Aircraft energy state (total energy) directly effects range. Forexample, an aircraft at FL380 (38000 MSL) has more energy than one at8000 MSL. Similarly an aircraft at 500 knots and 500 MSL in a bombingrun with full stores has more energy than one at 200 knots and 500 MSL.Energy equals options. An embodiment of the present invention monitorstotal energy and utilizes known total energy to ascertain availableoptions by, for example, criticality and flight segment.

FIG. 9A diagrammatically illustrates an aircraft 200 departing from anairport 224 for a destination airport having runways 208(a) and (b).Depending on wind conditions the aircraft may be landing via andapproach 210(a) and (b). In operation an aircraft may be expected tooperate between an area of expected operation 260 (dashed lines) whileon a flight plan (solid line) during flight operations and associatedphases of flight (242-256). An aircraft on takeoff and climb, in apreferred embodiment, will be considered in an unusual condition 262(a)with even a slight deviation from the expected flight path. Correctiveactions may be expected or prompted by the system when the unusualcondition 262(a) is detected. If the aircraft 200 proceeds, to forexample, a likely unusual condition 264(a) the system of an embodimentof the present invention may be more insistent (perhaps requiring apilot acknowledgement or the like) in order to neutralize furtherwarnings. Should the aircraft 200 appear to the system to be proceedingto a position 266(a) (anticipated position) dangerous to the aircraft,the system of an embodiment of the invention may become still moreinsistent (or the like), requiring some aircraft reconfiguration, flightplan cancellation or alteration, corrective action (or the like). Anaircraft 200 enroute (or transiting another less critical flight phase)may deviate from expected position substantially more before anembodiment of the present invention detects an unusual condition 262(b).An embodiment of the present invention may not draw the pilot's (crew's)attention to the deviation until the aircraft 200 has exited theexpected operation area 260 and is in a likely unusual condition 264(b).The system may become more insistent if it predicts the aircraft 200 isproceeding to a position 266(b) (anticipated position) dangerous to theaircraft.

FIG. 9B is a diagrammatic elevation of a flight plan (expectedpath/course) of an aircraft 200 from an originating airport 224 to asecond airport 208. The expected area of operation of the aircraft 200is schematically defined by dashed lines (260). The expected area ofoperation is diagrammatically illustrated as substantially narrowerduring takeoff 242, climb 244, descent approach 252, and landing 254). Avariation in position is tolerated by an embodiment of the presentposition most preferably by altitude (AGL), airspeed (GS), and aircraftconfiguration.

An aircraft on takeoff and climb (FIG. 9B), in a preferred embodiment,will be considered in an unusual condition 262(a) with even a slightdeviation from the expected flight path. Corrective actions may beexpected or prompted by the system when the unusual condition 262(a) isdetected. If the aircraft 200 proceeds to, for example, a likely unusualcondition 264(a) the system of an embodiment of the present inventionmay be more insistent (perhaps requiring a pilot acknowledgement or thelike) in order to neutralize further warnings. Should the aircraft 200appear to the system to be proceeding to a position 266(a) (anticipatedposition) dangerous to the aircraft, the system of an embodiment of theinvention may become still more insistent (or the like), requiring someaircraft reconfiguration, flight plan cancellation or alteration,corrective action (or the like). An aircraft 200 enroute (or transitinganother less critical flight phase) may deviate from expected positionsubstantially more before an embodiment of the present invention detectsan unusual condition 262(b). An embodiment of the present invention maynot draw the pilot/crew's attention to the deviation until the aircraft200 has exited the expected operation area 260 and is in a likelyunusual condition 264(b). The system may become more insistent if itpredicts the aircraft 200 is proceeding to a position 266(b)(anticipated position) dangerous to the aircraft.

Thus, in various preferred embodiments of the present invention, theinvention may provide at least one of emergency guidance (SafetyHierarchical Emergency Pilot Helper Engageable Runway Diverter:“SHEPHERD”) and configuration error identification and configurationsuggestions (Safety Interface Mission Operations Navigation: “SIMON”).

In operation, a database of potential alternative landing sites (ALS's)may be created and maintained utilizing airport directory information,satellite imagery, survey data, surface temperature data (variationsover time), traffic data, current and historic Landsat imagery, remotesensing (road and field), LDCM (Landsat Data Continuity Mission), TIRS(thermal infrared sensor), and the like. Airport directories such asAeroNav (www.aeronay.faa.gov), AOPA (www.aopa.org/members/airports),AirNav (www.airnay.com/airports), and world airport directories such aswww.airport-directory.com and airport.airlines-inform.com may beutilized by embodiments of the present invention. The present inventionmay utilize satellite imagery such as Landsat, LDCM, TIRS and withterrain data from USGS (www.usgs.gov), WeoGeo, and TopoQuest, GoogleMaps and the like to determine the acceptability of potentialoff-airport landing sites. Likewise, road and traffic information may beanalyzed for additional potential off-airport landing sites andincorporated into the ALS database 526 via the flight assistant 100 andthrough a subscription 600 of an embodiment of the present invention.Generally, traffic data may be obtained via the onboard databaseassociated with the network of GPS satellites (for general trafficpatterns), US Department of Transportation traffic sensors, reflecteddata from GPS-enabled vehicles and mobile devices, or from aftermarketdata providers and data aggregators such as Google Maps, Inrix, RadioData Service, Sirius/XM, MSN, and the like.

An embodiment of the present invention may utilize data from theAutomatic Dependent Surveillance-Broadcast (ADS-B) as well as the fullcomplement of the Next Generation Air Transportation System (NextGen).In operation an embodiment of the present invention may receive traffic,weather, terrain, and flight information from ADS-B as an exclusivesource (or enhancing cumulative or partially cumulative source) forprocessing by an apparatus of the present invention for detectingunusual conditions (positions) and configuration errors (and the like)and selectively suggesting either a new flight profile or flying asuggested flight profile.

FIG. 28 is a diagrammatic representation of an environment of asurface-based embodiment of the present invention, including bothhardware components of the apparatus and data components used by thesystem. In this configuration the system 300 is implemented by aportable computing device 400, which can be carried aboard aircraft 200,and a surface-based computing device 402. Device 402 includes a maindatabase 304. For a given aircraft, database 304 includes informationabout the aircraft's specifications (e.g., empty and gross weight,engine operational parameters, fuel capacity and consumption, flightconfiguration characteristics and performance envelope, optimal glideratio and best glide speed, emergency procedures and checklists, safelanding and ground-roll distance, and how landing is affected by avariety of surface characteristics such as slope, moisture, temperatureand pressure at ground level, etc. In a preferred embodiment, all orsubstantially all information located in the Pilot's Operating Handbookor aircraft flight manual (DASH-1) may be included in database 304,along with any additional data derivable therefrom.

For a given pilot, database 304 may include information about pilotcurrency and experience level, such as total flight time for a givenaircraft. Database 304 may also include a general assessment of theproficiency of a given pilot, either generally or with respect tospecific flight segments or procedures (e.g., engine-out landings). Oncea flight is completed, database 304 may be updated with additionalinformation specific to the completed flight.

For a given flight, database 304 may include an initial flight path inaddition to terrain data for the flight path and a surrounding operatingzone of predetermined radius. Terrain data may include: topographicinformation about any obstacles, natural or manmade, along the flightpath; any airports or runways along the flight path suitable forlanding; information about approaches to these airports, includingnavigational/communication frequencies and traffic patterns; andinformation about services offered at or near these airports, includingfuel, maintenance, transport, medical, or emergency services. Terraindata may also include information about potential alternative landingsites in the operating zone and their suitability for landing. Database304 may indicate as a potential alternative landing site any open area(field, clearing, etc.) of sufficient size to accommodate a givenlanding distance, any sufficiently large paved or level surface (such asa parking lot, highway, or road), or any sufficiently large body ofwater. For any highway or road so identified, database 304 may containinformation about ground traffic, including current traffic data ortraffic projections based on historical patterns. Database 304 may alsoinclude weather information for the operating zone, such as currentforecasts, temperatures and dew points, historical weather patterns,ground level and aloft wind characteristics, and visibility. Datarecorded inflight may help calibrate flight data to reflect performancealong a certain route by various pilots, aircraft, or types of aircraft.

In a preferred embodiment of the present invention, prior to departuresystem 300 may export from database 304 a dataset specific to theaircraft, the pilot, and the flight plan. This dataset may be downloadedto portable device 400 for use by system 300, and may include apreflight assessment of likely weather conditions, obstacles, andalternative landing sites for a particular flight. This preflightassessment may take into consideration the pilot's proficiency indetermining the feasibility of a given potential alternative landingsite. A less proficient pilot may require a greater safety margin indetermining the distance necessary to safely land the aircraft and bringit to a complete stop on the ground. Given available information aboutadverse weather and atmospheric conditions along the flight path, device402 may identify likely points along the flight path where aircraft 200may encounter said adverse conditions, and prioritize the selection ofalternative landing sites safely reachable from those points.

Once flight has commenced, aircraft configuration module 310 maycontinually assess, on a selectably periodic basis, the comprehensiveconfiguration of aircraft 200, including its current position, currentaltitude, current airspeed and groundspeed, current attitude, angle orrate of climb or descent, power levels and energy state, componentconfiguration, flight segment, acoustic profile, etc. In a preferredembodiment of the present invention, aircraft configuration module 310may continually receive updated positional information via wireless link404, communicatively connected to onboard GNSS receiver 280 andsurface-based navigational service (SBNS) receiver 282 of aircraft 200.SBNS may include any surface-based navigational or surveillance systembroadcasting or transmitting ground-to air, air-to-air, or viaspace-based satellites (e.g. ADS-B In and ADS-B Out). SBNS receiver 282may provide system 300 with continually updated data about nearby airtraffic, terrain overlay, and weather conditions (e.g., METARs, TAFs,AIRMET/SIGMETs, TFRs). System 300 may then display relevant portions ofthis data to the pilot via display unit 702. GNSS receiver 280 maycontinually receive updated position data from satellite constellation900, said constellation including GPS, GLONASS, Galileo, Compass, IRNSS,or other navigational satellites. SBNS receiver 282 may continuallyreceive updated traffic and weather information from base station 410,as well as traffic data broadcast air-to-air by aircraft 200(a).Aircraft configuration module 310 may also continually receive data fromat least one sensor 406. In a preferred embodiment, sensor 406 mayinclude a microphone incorporated into portable device 400, configuredto analyze audio levels and frequencies onboard aircraft 200. Sensor 406may additionally include a barometer, magnetometer, or accelerometerincorporated into portable device 400, or otherwise installed onboardaircraft 200 and communicatively connected to portable device 400.

In a preferred embodiment, output data from aircraft configurationmodule 310 may be processed on a continual and selectively periodicbasis by trajectory evaluator module 312 and configuration evaluatormodule 314. As aircraft configuration module 310 produces a continuallyupdated “snapshot” of the configuration of aircraft 200 at any givenmoment, trajectory evaluator module 312 may analyze each successiveaircraft configuration in comparison to the expected configuration ofaircraft 200. The expected configuration of aircraft 200 may be based onthe flight plan of aircraft 200 and historical performance by the pilot,by the aircraft, or along the flight path; if the current aircraftconfiguration represents where aircraft 200 is and what it is doing, theexpected aircraft configuration represents where aircraft 200 should be,and what it should be doing. Based on sensitivity parameters selectableby the pilot of aircraft 200, or defined by appropriate business policyor military protocol, trajectory evaluator module 312 may determine thataircraft 200 has significantly deviated from its expected trajectory,suggesting corrective action or indicating a possible emergency.

Similarly, configuration evaluator module 314 may analyze eachsuccessive aircraft configuration in order to ascertain possiblesolutions to configuration errors at a given point in time. Aconfiguration error may include improper positioning of landing gear,improper extension or retraction of flaps, improper flight controlposition, improper rotational angle or angle of attack, insufficient orexcessive speed or climb/descent rate, or any other potentiallycorrectable aspect of the performance of aircraft 200. Configurationevaluator module 314 may then compare the current configuration ofaircraft 200 to its expected configuration, depending on the currentflight segment or other conditions. Configuration evaluator module 314may then determine (to a selectable level of confidence) that aircraft200 is improperly configured, recommending corrective action relevant tothe specific configuration error (e.g., extending or retracting flaps)or indicating a possible emergency.

In a preferred embodiment of the present invention, alternative landingmodule 316 may continually assess the best potential alternative landingsites for aircraft 200, based on landing site data downloaded fromdatabase 304 as well as the current configuration of aircraft 200 andexternal conditions such as weather and local traffic. Alternativelanding site 314 may determine an operative range defined by the areareachable by aircraft 200 under a set of conditions. The effective rangeof aircraft 200 from a given position or altitude may be determined inpart by the performance capabilities of aircraft 200 (e.g. glide ratio,configuration), the proficiency of its pilot, and dynamic inflightparameters subject to constant change (e.g., weather patterns,atmospheric conditions, air and ground traffic). In the alternative, thepilot may select the effective range: alternative landing module 316 mayuse as its default effective range the area reachable by aircraft 200when it must land whenever practicable (R_(P2)).

For a given effective range, alternative landing module 316 may reviewthe list of alternative landing sites in the operating zone defined bydatabase 304, determining which sites fall within the effective range.Alternative landing module 316 may then generate a hierarchy of siteswithin the effective range, evaluated according to a selectable set ofcriteria allowing for current conditions. Given a hierarchy ofalternative landing sites, alternative landing module 316 may thendisplay candidate alternative landing sites, along with any availableinformation about current conditions (atmospherics, precipitation,traffic) via display unit 702 of portable device 400. In the event thatthe pilot of aircraft 200 elects to divert to a particular alternativelanding site, alternative landing module 316 may then display associatedemergency procedures to the pilot in order to position and configureaircraft 200 for a safe landing at the chosen site.

FIG. 29 is a diagrammatic representation of the environment of anembodiment of the present invention as implemented aboard an aircraftnot equipped with SBNS. In this embodiment a GNSS receiver 280 may bedirectly incorporated into portable device 400, directly supplyingcontinual position data to aircraft configuration module 310. Inscenarios where data connectivity to the ground or to other aircraft maybe limited, system 300 may compensate by defining a larger operatingzone around its flight path, and therefore downloading a larger datasetof alternative landing site information to portable device 400.

FIG. 30 is a diagrammatic representation of the environment of asurface-based or non-space-based embodiment of the present invention.Stable data link 408 connects portable device 400 aboard aircraft 200with surface-based master device 402. Stable data link 408 may be aground-to air broadband link such as Gogo, a Ka-band, Ku-band, or othersatellite- or space-based data link, or a high frequency (UHF, VHF)surface-based data link. Stable data link 408 may transmit data betweendevice 400 and device 402 in real time or in batches. The functionalityof system 300 may be affected by the robustness of stable data link 408;however, as there is no need to download large amounts of data toportable device 400, portable device 400 may include a smartphone.

In a surface-based or non-space-based embodiment of the presentinvention, the processing functions of system 300 may be performed insignificant part by surface-based master device 402. Position datarelevant to aircraft 200 (collected by GNSS receiver 280) may betransmitted to base station 410 by SBNS receiver 282. Aircraftconfiguration module 310 may receive continual data updates from basestation 410. In addition, at least one sensor 406 on board aircraft 200may collect additional inflight data (e.g., aircraft acoustics) andtransmit those data to aircraft configuration module 310. Trajectoryevaluator module 312, configuration evaluator module 314, andalternative landing module 316 may receive data from aircraftconfiguration module 310, accessing main database 304 directly in orderto make continual assessments of the configuration and trajectory ofaircraft 200 and continually transmit those assessments to portabledevice 400 via stable data link 408.

In a surface-based or non-space-based embodiment of the presentinvention, a single computing device including a single main databasemay provide configuration evaluation, trajectory evaluation, andalternative landing site processing for multiple aircraft at once. FIG.31 is a highly diagrammatic view of a condition whereby a surface-basedor non-space-based embodiment of the present invention may beimplemented through one or more surface-based master devices 402(a) and402(b). Master device 402(a) may continually assess the configuration ofaircraft 200(a), 200(b), and 200(c), receiving position data from thesaid aircraft and transmitting real-time trajectory and configurationinformation back to the said aircraft via stable data links 408(a),408(b), and 408(c). Similarly, master device 402(b) may continuallyreceive position data from aircraft 200(d) and 200(e) and transmitconfiguration and trajectory information back to the said aircraft viastable data links 408(d) and 408(e). Aircraft 200(a) and 218(d), forexample, may be operating under normal or default conditions, asindicated by their broader effective ranges 218(a) and 218(d). Aircraft200(b) and 200(c), however, have declared a need to land where possible,as indicated by their narrower effective ranges 220(b) and 220(c).Finally, aircraft 200(e) has declared an emergency and must landimmediately; the effective range 214(e) of aircraft 200(e) is narrowerstill, and when aircraft 200(e) selects an alternative landing site,master device 402(b) may transmit the associated emergency procedure setin order to assist aircraft 200(e) in configuring the aircraft andpositioning for approach and safe landing at the selected site.

FIG. 32 is a diagrammatic representation of the environment of aircraftconfiguration module 310 of the present invention. Aircraftconfiguration module 310 will attempt to determine the configuration ofaircraft 200 to a selectable degree of sensitivity at a selectable timeinterval. For every time t_(x) corresponding to a point along the flightpath of aircraft 200, aircraft configuration module 310 collects thecurrent position and altitude of aircraft 200 (via GNSS, VOR, VORTAC,ADF, LORAN, ADS-B, inertial navigation, radar, pilot input); currentvelocity, including airspeed or groundspeed (derived from position overtime); current attitude (via sensors); weather and atmosphericconditions at the current position; nearby air traffic (via ADS-B orTCAS); and any other available parameters such as aircraft acoustics.The set of these elements represents a “snapshot” of the aircraft intime; the data may be recorded and sent to the other modules of system300 for processing.

FIG. 33 represents a diagrammatic representation of current expectedconfigurations for a given aircraft on a given flight path. Flight plandata downloaded from database 304 may include a prior history ofperformance by a given aircraft or a given pilot along a given flightpath or route. Multiple data points from multiple flights may define aset of expected configurations for that flight plan. At any point intime along a flight path an expected configuration may describe,according to past performance and a history of safe and completedflights, where an aircraft should be, how fast it should be traveling(horizontally or vertically), how it should be configured according tothe current flight segment (FSEG), how the aircraft acoustics shouldsound, etc. An aircraft configuration may be defined by as many or asfew variables as is selected. Aircraft 200(a) is at time zero (t₀), on arunway preparing to accelerate for takeoff, and the configuration 360(a)of aircraft 200(a) reflects this: zero altitude AGL, zero forward orclimbing speed, zero power usage, horizontal (zero-degree) pitch angle,etc. Aircraft 200(b) has taken off, and therefore its configuration360(b) at time t_(x) (6 minutes, 15 seconds elapsed since time zero)reflects an altitude of 3,200 feet AGL, pitch 2° above horizontal,ground speed 80 kts, a climb rate of 500 ft/min, and 60% power output.Aircraft 200(c), however, represents the expected configuration 360(c)of the same aircraft at 6 minutes, 15 seconds past time zero. Accordingto expected configuration 360(c), aircraft 200(b) should be at analtitude of 4,500 ft AGL, be pitched 5° above horizontal, have a groundspeed of 120 kts with 80% power output, and gain 2,000 feet per minute:the performance of aircraft 200(b) should correspond to a climbingsegment. Trajectory evaluator module 314 may evaluate the differencebetween current configuration 360(b) and expected configuration 360(c).FIG. 34 is a diagrammatic view of the environment of trajectoryevaluator module 314 of the present invention. Trajectory evaluatormodule may receive an aircraft configuration 360 from aircraftconfiguration module 310 and an expected configuration from database 304(or an onboard subset thereof). Trajectory evaluator module may thendetermine whether the difference between current configuration 360 andexpected configuration is significant or severe (or the rate of changein magnitude is significant, i.e., the difference between current andexpected configurations is accelerating), according to preselectedparameters. For example, for a given flight segment insufficient climbrate may be assigned a higher priority than groundspeed or physicalposition. If the difference in configurations is significant or severe,trajectory evaluator module 314 may determine if there is an explanationfor this difference; for example, aircraft 200 may be several miles awayfrom its original flight path, but this difference in position may beexplainable by a deviation from flight plan for weather-related reasons.If there is a severe difference in trajectory with no explanation,trajectory evaluator module 314 may then inform the pilot of thedifference in configuration via display unit 702, and signal alternativelanding module 316 of a possible emergency condition.

FIG. 35 is a diagrammatic view of the environment of configurationevaluator module 312 of the present invention. Configuration evaluatormodule 312 may attempt to ascertain if current configuration 360 ofaircraft 200 as provided by aircraft configuration module 310 differssignificantly from the expected configuration of aircraft 200, and toascertain solutions for specific configuration errors. For example,given a particular flight segment and aircraft acoustic profile,configuration evaluator module 312 may determine if a particularconfiguration pattern corresponds to this acoustic profile, e.g., via alookup table in database 304. As a given aircraft performs a certain waythrough a given flight segment (i.e., according to its expectedconfiguration), the corresponding combination of engine output, flapposition, landing gear, etc. will produce a certain acoustic profile. Aseasoned pilot will know if his or her aircraft is not producing theproper acoustic profile, i.e., if the aircraft does not “sound right”.Configuration evaluator module 312 may analyze the sounds recorded by atleast one onboard sensor; any significant difference in frequency orconsistency, in concert with additional differences in configurationdata (speed too low, climb rate too low) may indicate a specificconfiguration error, e.g., flaps extended when they should be retracted.If this difference is significant, configuration evaluator module 312may inform the pilot via display unit 702, displaying any associatedsolutions to the identified configuration error per aircraft dataprovided by database 304. As the system certainty of a particularconfiguration error increases, configuration evaluator module 312 maydisplay increasingly insistent or definite notifications (e.g., “checkconfiguration” to “check gear down”). If a configuration error issignificant or severe and there is no associated solution, configurationevaluator module 312 may so inform the pilot and signal alternativelanding module 316 of a possible emergency condition. In portable orhandheld implementations, configuration evaluator module 312 mayadditionally provide notifications via haptic feedback.

In portable or integrated implementations, a seismograph may be utilizedto ascertain and/or derive pitch and power settings and changes thereof.Likewise, a decibel meter in combination with a seismograph,seismometer, or other like device may be utilized to enhance aircraftconfiguration detection of the present invention. Likewise, aninclinometer (electronic plumb-bob) or the like may also be integratedso as to further enhance detection of changes in aircraft pitch, yaw,and bank. Air traffic control may communicate or accept routing changesand/or requests and a magnetometer may be utilized to determine,transmit, and receive conditions so as to assist the present inventionin determining whether a configuration error exists or is likely. Aportable device, such as an Apple iPhone or iPad running an applicationsuch as SkyPaw's Measures v3.8.0, may be utilized in a portableimplementation of configuration detection of the present invention.

FIG. 36 is a diagrammatic view of the environment of alternative landingmodule 316 of the present invention. In a preferred embodiment of thepresent invention alternative landing module 316 may, prior todeparture, define an operating zone based on a particular flight plan,including the flight path and a pre-determined surrounding area. Withinthis operating zone, alternative landing module 316 may look for andindicate any potential alternative landing site, from a knownfull-service airport to a body of water, resulting in a working database526 of all potential alternative landing sites within the operatingzone.

On receiving current aircraft configuration information from aircraftconfiguration module 310, alternative landing module 316 may continuallygenerate a hierarchy of alternative landing sites most easily and safelyreachable by a given aircraft of configuration 360 within a giveneffective range. As a default, this effective range may represent thearea within which aircraft 200 may land when practicable (R_(P2)). Anaircraft at higher altitude, for example, will consequently have morepotential energy, a greater glide range, and therefore a broadereffective range. Within the effective range, alternative landing sitesmay be prioritized according to pilot preferences, system preferences,pilot proficiency or currency, or the existence of an emergency. Forexample, the system of the present invention may be programmed to assigna full-service airport higher priority than a smaller airport but apilot may prefer to divert to a smaller airport closer to his currentposition, or may need to divert to the smaller airport due to engineloss. Once the pilot selects an alternative landing site and elects todivert there, alternative landing module 316 may then load and display(via display unit 702) an emergency procedure associated with landing atthe chosen site. An emergency procedure may include any necessary stepsfor configuring the aircraft properly, notifying the ground, positioningthe aircraft for approach to the landing site, etc.

FIG. 37A is a highly diagrammatic top view of a condition under whichalternative landing module 316 evaluates potential alternative landingsites. Flight path 240 represents a flight from originating airport 224to land at runway 208(d). Open field 228 is situated close tooriginating airport 224 and flight path 240. Alternative landing module316 may identify an open area large enough to provide aircraft 200 witha safe landing on a gently upsloping grass surface, and may thereforeindicate alternative landing site 208(a) and touchdown point 212(a). Inthe event aircraft 200 experiences engine failure after takeoff, itspilot may be forced to decide, in a matter of minutes or seconds,whether to attempt to turn back for landing at airport 224 or lookaround for a forward emergency landing area. As alternative landing site208(a) is partially obscured by a stand of trees, the pilot may notimmediately recognize site 208(a) as suitable for landing or may nothave sufficient time to assess the site's suitability from the air.However, alternative landing module 316 may have recognized area 208(a)as an alternative landing site, and may provide the pilot with anemergency procedure for landing there if necessary. Alternative landingmodule 316 may also identify landing sites 208(b) and 208(c), located ona road and lake respectively.

FIG. 37B is a diagrammatic view of the parameters used by alternativelanding module 316 to determine adequate safe landing distance. A givenaircraft 200 may define in its specifications a minimum safe landingdistance (or the distance required for aircraft 200, descending at astandard angle, to clear a 50-foot obstacle and touch down at point270(a)) plus a minimum ground-roll distance (the distance required foraircraft 200, touching down at point 270(a), to come to a full stop atpoint 270(b)). To this distance alternative landing module 316 may addan additional safety margin 272 to account for real-world conditions. Inpractice, the required landing distance for an aircraft will increasedue to some factors (wet surfaces, downslope, tailwinds, less proficientpilots) and decrease due to others (upslope, headwinds) in addition tovarying with temperature and air pressure. Therefore an aircraft landingon runway 208 should be able to safely touch down anywhere in range 212.A touchdown past point 270(c), however, may not provide sufficientstopping distance, and the pilot may want to consider going around for asecond approach if circumstances allow it.

FIG. 38 is a diagrammatic view of the data components of a preferredembodiment of the present invention. In a space-based embodiment of thepresent invention, system 300 may download from main database 304 adataset specific to a particular aircraft, pilot, and flight plan.Inflight, system 300 may record all dynamic flight data received byaircraft configuration module 310 and the resulting processing of thatflight data by other components of the system: performance compared toflight plan or historical performance, tracking of alternative landingsites, any emergency procedures accessed, etc. Once the flight hasended, the resulting dataset representing the completed flight may beuploaded back to the main database, updating any parameters relevant tothe pilot, aircraft or flight plan.

FIG. 39 is a diagrammatic view of the relationships between aircraftenergy states. Aircraft 200 uses its fuel to accelerate, therebyconverting chemical energy (fuel) into kinetic energy (speed andmomentum). Similarly, aircraft 200 may convert kinetic energy intopotential energy by climbing, trading speed for altitude. Conversely,aircraft 200 may convert potential energy into kinetic energy bydescending, losing altitude but gaining speed. As a result, an aircraftwithout fuel or engines at high altitude still possesses energy that maybe used to reach an alternative landing site. In addition, an aircraftat low altitude and high speed has the potential energy to climb,gaining altitude and increasing its effective reachable range.

FIG. 40 is a diagrammatic view of the effective glide range of a givenaircraft 200 in an engine-out state. Aircraft 200 may be able to glidenearly 16 NM under optimal conditions (ideal temperature and pressure,best glide speed, proficient pilot). Real-world conditions may affectthe effective range in practice, however: headwinds will reduce thegliding distance, and a less proficient pilot may not be able tomaintain optimal glide angle and speed.

FIG. 41 is a highly diagrammatic top view of a condition whereby apreferred embodiment of the present invention directs aircraft 200 awayfrom atmospheric disturbance 274. Flight path 240 directs aircraft 200over waypoint 268(a) and then over 268(e), but disturbance 274 may beobserved along flight path 240. Trajectory evaluator module 312 may thensuggest to the pilot a diversion along path 202(a), over waypoint268(b), or along path 202(b) and over waypoint 268(c), in either caseresuming course over waypoint 268(e). Trajectory evaluator module 314may observe a selectable buffer zone around identified weatherdisturbances, here observing a minimum 20 NM radius around disturbance274. In the alternative aircraft 200(a), having passed throughdisturbance 274, may instead be unable to reach its intendeddestination. Trajectory evaluator module 314 may then signal alternativelanding module 316 to suggest a diversion along path 202(c) to runway208 and touchdown zone 212.

FIG. 42 is a pilot view of display unit 702 of a portable computingdevice onboard aircraft 200, currently following flight path 240 toarrival at KMLE Runway 30 208(a) and touchdown zone 212(a). Currentatmospheric conditions at KMLE 276(a) are displayed and updated as newinformation becomes available (e.g., new METARs or TAFs are issued).Alternative landing module 316 is tracking two nearly alternativelanding sites, KOMA 208(b) and KOFF 208(c), within the selected range ofaircraft 200. Alternative landing module 316 may further display, foralternative landing sites 208(a) and 208(b), current weather conditions278(b) and 278(c) at each site. Alternative landing module 316 may alsodisplay temperature and dew point conditions 278 at the current positionof aircraft 200 as well as the projected flight path 240(a) of aircraft200(a), also currently projected to land at KMLE. Sensitivity parametersmay be adjusted by the pilot to track more or less air traffic dependingon, for example, whether said traffic is projected to cross flight path240 or whether said traffic is projected to land at a destinationairport within a certain time window of aircraft 200. Note that specificrunway and touchdown zone information is not displayed for KOMA or KOFF;this information may be displayed if either is selected as analternative landing site or by request. As aircraft 200 approaches KMLE,the system of the present invention may display more precise approachand landing information, e.g., approach charts or a more detailed flightpath, and inform the pilot if the currently projected approach shouldchange due to shifting winds.

CONCLUSION

Specific blocks, sections, devices, functions, processes and modules mayhave been set forth. However, a skilled technologist will realize thatthere are many ways to partition the system, and that there are manyparts, components, processes, modules or functions that may besubstituted for those listed above.

Those having skill in the art will recognize that the state of the arthas progressed to the point where there may be little distinction leftbetween hardware, software, and/or firmware implementations of aspectsof systems; the use of hardware, software, and/or firmware is generally(but not always, in that in certain contexts the choice between hardwareand software can become significant) a design choice representing costvs. efficiency tradeoffs.

Additionally, implementations of embodiments disclosed herein mayinclude executing a special-purpose instruction sequence or invokingcircuitry for enabling, triggering, coordinating, requesting, orotherwise causing one or more occurrences of virtually any functionaloperations described herein.

While particular aspects of the inventive concepts disclosed herein havebeen shown and described, it will be apparent to those skilled in theart that, based upon the teachings herein, changes and modifications maybe made without departing from the inventive concepts described hereinand their broader aspects and, therefore, the appended claims are toencompass within their scope all such changes and modifications as arewithin the true spirit and scope of the subject matter described herein.

With respect to the appended claims, those skilled in the art willappreciate that recited operations therein may generally be performed inany order. Also, although various operational flows are presented in asequence(s), it should be understood that the various operations may beperformed in other orders than those which are illustrated, or may beperformed concurrently.

The invention claimed is:
 1. A method for assisting a flight,comprising: (a) determining aircraft configuration from at least one ofaircraft position over time, aircraft altitude over time, and flighttrajectory, the aircraft configuration including at least one of a gearup, a gear down, a percent power, a power setting, an engine out, apressurization loss, an aircraft damage, a flight control position, aflap extension and retraction, and pitch angle, a load factor, and aconfiguration change; (b) determining aircraft flight segment based onat least one of time since departure, time to fix, time to arrival, acurrent leg of the aircraft, aircraft position, altitude, and flighttrajectory; (c) determining an expected aircraft configuration based atleast in part on said determined aircraft flight segment; (d) comparingat least one of said aircraft position with said expected aircraftposition, and said determined aircraft configuration with said expectedaircraft configuration; (e) determining at least one of a magnitude ofany difference and a rate of change of any difference and a rate ofchange of any difference resulting from said comparison; (f) receivingflight environment information including at least one of traffic data,weather data, wind, flight plan, terrain data, airport data, aircraftdata, air traffic control, ground signal, space based signal, andarrival pattern; (g) determining whether said flight environmentinformation is at least a component of said magnitude of saidcomparison; (h) announcing an aircraft configuration different from saidexpected aircraft configuration based at least in part on at least oneof said magnitude of said comparison and said flight environmentinformation.
 2. The method of claim 1, wherein said aircraft positionfurther comprises a coordinate set conforming to at least one of: (1) aNorth American Datum, a North American Vertical Datum, a World GeodeticSystem, and a European Terrestrial Reference System; (2) a radial from aknown fix; and (3) a triangulation of bearings from a plurality of knownfixes.
 3. The method of claim 1, wherein said aircraft altitude furthercomprises at least one of an Above Ground Level (AGL) altitude and aMean Sea Level (MSL) altitude.
 4. The method of claim 1, wherein saidflight environment information traffic data further comprise at leastone of TCAS, radar, ATC feed, ADS-B, and road traffic.
 5. The method ofclaim 1, wherein said flight environment information terrain datafurther comprise at least one of a DTED level set, and satellite basedimagery.
 6. The method of claim 1, wherein said flight environmentinformation airport data further comprise at least one of a runwaylength, a runway width, a runway lighting, an indication of airportrescue and fire-fighting personnel, a proximal medical facility and aproximal maintenance facility.
 7. The method of claim 1, wherein saidflight environment information weather data further comprise at leastone of a surface wind, an altitude based wind model, a ceiling, avisibility, a barometric pressure, a braking action, and anillumination.
 8. The method of claim 1, wherein said flight environmentinformation aircraft data further comprise at least one of airspeed,descent rate, descent angle, ground wind speed and direction, aloft windspeed and direction, thrust level, sound level, angle of attack, drag,weather, traffic, traffic control instructions, pilot response times,aircraft system condition, company instructions, pilot proficiency,pilot experience, pilot route experience, flight segment, ground speed,a configuration, a possible change in configuration, a position of acontrol surface, a performance characteristic, a weight, a flightcontrol input, an autopilot status, a flight controller status, an MELstatus, a DTED level set, and satellite based imagery.
 9. The method ofclaim 1, further comprising: (e) determining whether the magnitude ofany difference and the rate of change of any difference is the result ofan emergency; (f) determining at least one level of emergency, the atleast one level of emergency based on the magnitude of any differenceand the rate of change of any difference, the at least one level ofemergency includes selecting from a hierarchy of emergencies at leastone of land immediately, land as soon as possible, and land as soon aspracticable; (h) preparing a procedure for safely positioning saidaircraft in a landable configuration, the procedure based at least inpart on the at least one level of emergency; and (i) announcing at leastone of said procedure or in seriatim the elements of said preparedprocedure.
 10. The method of claim 9 wherein said at least one level ofemergency is associated with at least one of: an engine out glide range,an emergency landing range, and a precautionary emergency landing rangeof the aircraft.
 11. The method of claim 1, further comprisingdetermining the desired configuration of the aircraft for said flightsegment, for at least one of controlling and prompting alteration of theconfiguration of the aircraft.
 12. The method of claim 1, furthercomprising determining to a level of confidence if the aircraft is atleast one of properly configured and in an unusual condition orposition.
 13. The method of claim 12, wherein said unusual conditioncomprising at least one of a reroute, minor deviation, configurationerror, or a potential emergency associated with an emergency profile.14. The method of claim 9, wherein announcing at least one of saidprocedure further comprises one of: a format compatible with amulti-function display, a hierarchy ordered list of said procedureautomatically presentable, and a reduced data format including coloredsaid procedure presentable in a primary flight display.
 15. The methodof claim 9, wherein announcing at least one of said procedure furtherincludes a transfer of control upon a determination that the pilot isunresponsive.
 16. The method of claim 15, further comprising: enablingautopilot execution; and automatically executing the procedure upon thedetermination that the pilot is unresponsive.